JP5706130B2 - Vehicle behavior control apparatus and vehicle behavior control method - Google Patents

Description

  The present invention relates to a vehicle behavior control apparatus and a vehicle behavior control method for controlling a behavior of a vehicle by driving a plurality of control objects mounted on the vehicle.

  Conventionally, for example, an integrated system described in Patent Document 1 has been proposed as an integrated system that comprehensively controls a plurality of actuators that can control the behavior of a vehicle. This integrated system includes a first drive device (first control target) and a second drive device (second control target). The first drive device includes a first actuator among the actuators and a first control unit that controls the first actuator. The second drive device includes a second actuator among the actuators and a second control unit that controls the second actuator.

  The integrated system further includes an advisor unit and an agent unit. The advisor unit is based on information related to the environment around the vehicle (such as road frictional resistance (μ value) and outside air temperature) and information related to the driver (such as driver fatigue), and the degree of risk to the vehicle's operating characteristics. Is generated and output to each control target. The agent unit generates information for realizing automatic driving (for example, lane keeping) of the vehicle and outputs the information to each control target.

  And in each control object, a control request value is arbitrated based on the various information from an advisor unit and an agent unit. And the drive of the actuator with which each control object is provided is controlled based on the control request value after arbitration.

JP 2009-137582 A

  By the way, the above-mentioned Patent Document 1 conceptually describes that the control request value for the control target is arbitrated based on various information from the advisor unit and the agent unit. However, Patent Document 1 does not disclose a specific method for setting the control request value.

  The present invention has been made in view of such circumstances. An object of the present invention is to provide a vehicle behavior control apparatus and a vehicle behavior control method that can appropriately set control request values of a plurality of control objects for controlling the behavior of the vehicle.

  In order to achieve the above object, the vehicle behavior control device of the present invention has a plurality of control objects (50) that can control the vehicle behavior when a control target value (Gyth, γth) related to the vehicle behavior is input. , 60, 70), in the vehicle behavior control device for setting the control request values (γ_act1, γ_act2, γ_act3), the first control request value for the first control object among the control objects (50, 60, 70). First request value setting means (40) for setting (γ_act1), and first behavior value of the vehicle when the first control target is driven based on the set first control request value (γ_act1) 1st estimation means (41) for obtaining 1 behavior estimation value (γs_act1), and the control target value (Gyth, γth) generated by the output limit of the first control target A calculating means (42) for calculating at least an estimated delay amount (SF1) among a steady insufficient amount (TF1) which is an insufficient amount and an estimated delay amount (SF1) which is an insufficient amount generated based on a response delay of the first control target. ) And a second request value setting for setting a second control request value (γ_act2) for the second control object among the control objects (50, 60, 70) based on the calculation result by the calculation means (42). Means (43) and a second behavior estimated value (γs_act2) obtained by quantifying the behavior of the vehicle when the second control target is driven based on the set second control request value (γ_act2). 2 estimation means (44).

  According to the above configuration, the first control request value is set for the first control target based on the input control target value. Then, a first behavior estimated value obtained by quantifying the behavior of the vehicle when the first control target is driven based on the first control request value is acquired, and at least an estimation is made among the steady shortage amount and the estimated delay amount. A delay amount is calculated. The “steady deficit amount” is a value corresponding to a control amount that cannot be theoretically output by the first control target with respect to the control target value, and the “estimated delay amount” is the first control target. This value corresponds to the control amount generated based on the response delay. Further, the second control request value for the second control target is set based on at least the estimated delay amount among the calculated steady shortage amount and estimated delay amount. That is, the second control request value is set to a value that supplements the control amount that cannot be handled by the first control target with respect to the input control target value. Therefore, it is possible to appropriately set control request values for a plurality of control objects for controlling the behavior of the vehicle.

  When the second control request value is set in this way, a second behavior estimated value obtained by quantifying the behavior of the vehicle when the second control target is driven based on the second control request value is acquired. The sum of the first behavior estimated value and the second behavior estimated value can be brought close to the input control target value. That is, by making the first and second control objects cooperate, the behavior of the vehicle can be brought close to an ideal behavior.

  In the vehicle behavior control apparatus according to the present invention, the calculation means (42) is configured such that the first control request value (γ_act1) set by the first request value setting means (40) from the control target value (Gyth, γth). And a value based on the subtraction result is set as a steady shortage (TF1), and the first estimation means (41) is calculated from the first control request value (γ_act1) set by the first request value setting means (40). It is preferable to subtract the first estimated behavior value (γs_act1) obtained by (1) and use the value based on the subtraction result as the estimated delay amount (SF1).

  According to the above configuration, the first control request value for the first control target is subtracted from the input control target value, and the steady insufficient amount is set to a value based on the subtraction result. Further, the first behavior estimated value estimated based on the first control request value is subtracted from the first control request value for the first control target, and the estimated delay amount is set to a value based on the subtraction result. Then, the second control request value for the second control target is set based on the steady shortage amount and the estimated delay amount set in this way.

In the present invention, the case where the steady shortage is “0 (zero)” is also included.
In the vehicle behavior control apparatus of the present invention, the calculating means (42) is configured to provide a steady shortage amount (based on a difference between the control target value (Gyth, γth) and an output limit value (γmax_act1) of the first control target ( TF1) is calculated, and the smaller one of the output limit value (γmax_act1) and the control target value (Gyth, γth) of the first control object and the first estimation means (41) acquired by the first estimation means (41). It is preferable to calculate the estimated delay amount (SF1) based on the difference from the behavior estimated value (γs_act1).

  According to the above configuration, the steady shortage amount is set to a value based on the difference between the input control target value and the maximum value that can be output by the first control target, that is, the output limit value. The estimated delay amount is set to a value based on the difference between the output limit value of the first control target and the first behavior estimated value. Then, the second control request value for the second control target is set based on the steady shortage amount and the estimated delay amount set in this way.

  The first controlled object preferably includes an actuator for adjusting the behavior of the vehicle. The output limit value of the first control target may be set based on the maximum output value that can be output by the actuator included in the first control target. Further, depending on the traveling state of the vehicle and the like, output restriction may be required for the first control target. In such a case, the output limit value of the first control target may be set based on the maximum value of the output value that can be output by the actuator in a limited state.

  In the vehicle behavior control apparatus of the present invention, the calculating means (42) is configured such that the output limit value (γmax_act1) of the first control object exceeds the final target value (Vend) of the control target value (Gyth, γth). If it is possible, the steady shortage (TF1) is set to “0 (zero)” and the control target value (Gyth, γth) and the first behavior estimation obtained by the first estimation means (41) are obtained. The estimated delay amount (SF1) is calculated based on the difference from the value (γs_act1), while the output limit value (γmax_act1) of the first control target is the final target value (Vend) of the control target value (Gyth, γth). If the output limit value (γmax_act1) of the first control target and the control target value (Gyth, γth) are smaller, the first estimation means (4 It is preferable to calculate the estimated delay amount (SF1) based on the difference from the first behavior estimated value (γs_act1) acquired in 1).

  According to the above configuration, when the maximum value that can be output by the first control object, that is, the output limit value can exceed the final target value of the control target value, it can be considered that the steady shortage amount does not occur. it can. Therefore, the steady shortage amount is set to “0 (zero)”, and the estimated delay amount is calculated based on the difference between the control target value and the first behavior estimated value. On the other hand, when the output limit value of the first control target cannot exceed the final target value of the control target value, a steady insufficient amount occurs. Therefore, the steady shortage amount is calculated based on the difference between the maximum output value and the control target value, and the estimated delay amount is calculated based on the difference between the maximum output value and the first behavior estimated value. The second control requirement value is set based on the calculated steady shortage amount and estimated delay amount.

  The vehicle behavior control apparatus of the present invention further includes coefficient setting means (431) for setting a correction coefficient (K1) that is not less than “0 (zero)” and not more than “1”. 431) obtains a final target value (Vend) of the first control request value required for the first control object driven by the input of the control target value (Gyth, γth), and the first control When the difference between the final target value (Vend) of the required value and the first behavior estimated value (γs_act1) acquired by the first estimating means (41) is small, the correction coefficient (K1) is set to a smaller value than when it is large. The second required value setting means (43) corrects the estimated delay amount (SF1) calculated by the calculation means (42) based on the set correction coefficient (K1), and after the correction Estimated delay amount and the calculation means (4 It is preferable to set the second control request value (γ_act2) based on the steady shortage amount (TF1) calculated in 2).

  The second control request value is set based on the estimated delay amount resulting from the response delay of the first control target. Therefore, when the first control target can be sufficiently output, the sum of the first behavior estimated value and the second behavior estimated value overshoots the final target value of the first control required value. There are things to do. The “final target value of the first control request value” is the first control request in which the difference from the initial value of the first control request value at the start of the control of the first control target associated with the setting of the control target value is maximized. Indicates a value. The “initial value of the first control request value” and the “final target value of the first control request value” are changed when the control direction is switched from the first direction to the second direction.

  Therefore, in the present invention, when the difference between the final target value of the first control request value and the first behavior estimated value is small, the correction coefficient is set to a smaller value than when the difference is large. Then, the estimated delay amount is corrected (arbitrated) based on the correction coefficient set in this way, and the second control request value is set based on the corrected estimated delay amount. As a result, the second control request value is corrected before the sum of the first behavior estimated value and the second behavior estimated value reaches the control target value. Therefore, compared to the case where no correction coefficient is provided, overshoot of the sum of the first behavior estimated value and the second behavior estimated value with respect to the control target value can be suppressed.

  The vehicle behavior control apparatus of the present invention further includes coefficient setting means (431) for setting a correction coefficient (K1) that is not less than “0 (zero)” and not more than “1”. 431) is the first value obtained by the first estimation means (41) and the smaller one of the final target value (Vend) of the control target value and the output limit value (γmax_act1) of the first control target. When the difference from the behavior estimated value (γs_act1) is small, the correction coefficient (K1) is set to a smaller value than when the difference is large, and the second required value setting means (43) is calculated by the calculating means (42). The estimated delay amount (SF1) thus corrected is corrected by the correction coefficient (K1) set by the coefficient setting means (431), and a second control request value (γ_act2) is set based on the corrected estimated delay amount. Door is preferable.

The second control request value is set based on the estimated delay amount resulting from the response delay of the first control target. For this reason, when the first control target can be sufficiently output, the sum of the first behavior estimated value and the second behavior estimated value may overshoot the control target value. Therefore, in the present invention, when the difference between the smaller one of the final target value of the control target value and the output limit value of the first control target and the first behavior estimated value becomes small, the difference becomes large. Set to a smaller value. Then, the estimated delay amount is corrected (arbitrated) based on the correction coefficient set in this way, and the second control request value is set based on the corrected estimated delay amount. As a result, the second control request value is corrected before the sum of the first behavior estimated value and the second behavior estimated value reaches the control target value. Therefore, it is possible to suppress overshoot with respect to the control target value of the sum of the first behavior estimated value and the second behavior estimated value, as compared with the case where the estimated delay amount is not corrected using the correction coefficient.

  In the vehicle behavior control apparatus of the present invention, the coefficient setting means (431) is configured such that the first behavior estimated value (γs_act1) acquired by the first estimating means (41) is the control target value (Gyth, γth). It is preferable to maintain the correction coefficient (K1) when the value is between the first required control value (γ_act1) set by the first required value setting means (40).

  The input control target value may change abruptly. Examples of such cases include a case where the control target value changes from a positive value to a negative value, or a case where the control target value suddenly becomes a value close to “0 (zero)”. Thus, when the control target value changes rapidly, the first behavior estimated value may be a value between the control target value and the first control request value. In this case, the correction coefficient set using the final target value or the control target value of the first control request value increases rapidly in accordance with the change of the control target value. As a result, the estimated delay amount corrected using the correction coefficient may fluctuate rapidly in the direction opposite to the direction in which the control target value changes. For example, when the control target value is set from positive to negative, there is a possibility that the estimated delay amount becomes large although the control target value is a negative value. Then, if the steady shortage amount is small, the second control request value may increase. As a result, the vehicle exhibits a behavior contrary to the input control target value, which may cause a great sense of anxiety to the vehicle occupant.

  In this regard, in the present invention, when the first behavior estimated value is a value between the control target value and the first control request value, the correction coefficient is not changed. Therefore, it is possible to suppress the change in the second control request value in the direction opposite to the direction in which the control target value changes. Therefore, even if the direction in which the behavior of the vehicle is controlled changes or the control amount is significantly changed, it is possible to reduce the possibility that the vehicle exhibits a behavior contrary to the input control target value. it can.

  In the vehicle behavior control apparatus of the present invention, the second required value setting means (43) is a sum value (γ_add12) of the behavior estimated values (γs_act1, γs_act2) acquired by the estimation means (41, 44). It is preferable to correct the second control request value (γ_act2) so that the absolute value becomes small when the overshoot occurs with respect to the control target value (Gyth, γth).

  According to the above configuration, when the sum of the behavior estimation values overshoots the control target value, the second control request value is corrected so that the absolute value becomes small. Therefore, the amount of overshoot can be reduced, and the behavior of the vehicle can be brought close to ideal.

  The vehicle behavior control apparatus according to the present invention includes a steady shortage amount (TF2) that is a shortage amount with respect to the control target value (Gyth, γth) generated by a limit of an output of each of the first and second control objects, and the first. Other calculation means (45) for calculating at least the estimated delay amount (SF2) among the estimated delay amount (SF2) generated based on the response delay of each of the first and second controlled objects, and each of the controlled objects (50, 60, 70) third request value setting means (46) for setting a third control request value (γ_act3) for the third control object based on the calculation result by the other calculation means (45); It is preferable to provide.

  According to the above configuration, the third control request value for the third control target is the steady shortage amount for the control target value generated by the limit of the output of each of the first and second control targets, and each of the first and second control values. It is set based on at least the estimated delay amount of the estimated delay amount generated based on the response delay of the controlled object. That is, the third control request value is set to a value that supplements the control amount that cannot be handled by each of the first and second control objects with respect to the input control target value. Therefore, the behavior of the vehicle can be brought closer to an ideal behavior by cooperating the third control object in addition to the first and second control objects.

  In the vehicle behavior control apparatus according to the present invention, the other calculation means (45) is configured to add a result of adding the output limit values (γmax_act1, γmax_act2) of the first and second control objects to a first sum value (γ_max12). Based on the difference between the first total value (γ_max12) and the control target value (Gyth, γth), a steady shortage amount (TF2) is calculated, and the first behavior obtained by the first estimation means (41) is obtained. The sum of the estimated value (γs_act1) and the second behavior estimated value (γs_act2) acquired by the second estimating means (44) is defined as a second summed value (γ_add12), and the control target value (Gyth, γth) and the An estimated delay amount (SF2) may be calculated based on a difference between the smaller one of the first summed values (γ_max12) and the second summed value (γ_add12). preferable.

  According to the above configuration, the first sum value is calculated based on the maximum output values of the first and second control objects, and the steady deficiency amount is calculated based on the difference between the first sum value and the control target value. . Further, a second sum value is calculated based on the first behavior estimated value and the second behavior estimated value, and an estimated delay amount is calculated based on a difference between the second sum value and the control target value. The third control request value is set based on the steady shortage amount and the estimated delay amount calculated in this way.

  The vehicle behavior control apparatus of the present invention further includes other coefficient setting means (461) for setting a correction coefficient (K2) that is not less than “0 (zero)” and not more than “1”. The coefficient setting means (461), when the difference between the final target value (Vend) of the control target value and the first total value (γ_max12) and the second total value (γ_add12) is small. Sets the correction coefficient (K2) to a smaller value than when larger, and the third required value setting means (46) is based on the correction coefficient (K2) set by the other coefficient setting means (461), It is preferable to correct the estimated delay amount (SF2) calculated by the other calculating means (45) and set the third control request value (γ_act3) based on the corrected estimated delay amount.

The third control request value is set based on the estimated delay amount resulting from the response delay of each of the first and second control objects. Therefore, when the first and second control objects can sufficiently output, the output value output by the cooperation of the three control objects may overshoot the control target value. . Therefore, in the present invention, when the difference between the smaller value of the final target value of the control target value and the first summed value and the second summed value is small, the correction coefficient is larger than when the difference is large. Set to a small value. Then, the estimated delay amount is corrected (arbitration) based on the correction coefficient set in this manner, and the third control request value is set based on the corrected estimated delay amount. Therefore, compared to the case where no correction coefficient is provided, overshoot of the output value output by the cooperation of the three controlled objects with respect to the control target value can be suppressed.

  In the vehicle behavior control apparatus according to the present invention, the third required value setting means (46) is configured such that the behavior estimation values (γs_act1, γs_act2) obtained by the estimation means (41, 44) are summed (γ_add12). It is preferable to correct the third control request value (γ_act3) so that the absolute value becomes small when the overshoot occurs with respect to the control target value (Gyth, γth).

  According to the above configuration, when the sum of the behavior estimation values overshoots the control target value, the third control request value is corrected so that the absolute value becomes small. Therefore, the amount of overshoot can be reduced, and the behavior of the vehicle can be brought close to ideal.

  In the vehicle behavior control device of the present invention, the control target value (Gyth, γth) is a value set for moving the vehicle in the lateral direction, and the control objects (50, 60, 70) are: It is preferable that the control target can apply a force for moving the vehicle in the lateral direction to the vehicle.

  When controlling the behavior of the vehicle in the front-rear direction, particularly when accelerating the vehicle, a drive source represented by an engine or an electric motor is driven. When the vehicle is decelerated, a braking source represented by a brake actuator is driven. That is, when controlling the behavior of the vehicle in the front-rear direction, it is not very common for a plurality of controlled objects to cooperate. On the other hand, for controlling the lateral behavior of the vehicle, a control object for adjusting the steering angle of the vehicle wheel or a control object capable of individually adjusting the braking / driving force for each wheel of the vehicle is used. These control objects are effective control objects regardless of whether the vehicle is moved in the right direction or in the left direction. Therefore, in the present invention, the behavior of the vehicle is controlled by using a plurality of control objects effective for the lateral behavior control of the vehicle. Then, by setting an appropriate control request value for each control target, it is possible to appropriately control the lateral behavior of the vehicle.

Furthermore, by using a plurality of types of controlled objects having different characteristics (response speed, control amount, etc.), the behavior of the vehicle in the lateral direction can be brought close to an ideal behavior.
The vehicle behavior control method of the present invention is a control request value for a plurality of control objects (50, 60, 70) capable of controlling the behavior of the vehicle, triggered by the input of a control target value (Gyth, γth) relating to the behavior of the vehicle. In the vehicle behavior control method in which (γ_act1, γ_act2, γ_act3) is set to control the behavior of the vehicle, a first control request value (γ_act1) for the first control object among the control objects (50, 60, 70). ) To set the first required value setting step (S10), and first behavior estimation in which the behavior of the vehicle when the first control target is driven based on the set first control required value (γ_act1) A first estimation step (S12) for obtaining a value (γs_act1) and the control target value (Gyth, γth) generated by the limit of the output of the first control target. A calculation step (S13) for calculating at least an estimated delay amount (SF1) among a steady insufficient amount (TF1) that is an insufficient amount to be performed and an estimated delay amount (SF1) that is generated based on a response delay of the first control target; A second request setting step (S15) for setting a second control request value (γ_act2) for the second control object among the control objects (50, 60, 70) based on the calculation result in the calculation step (S13). ) And a second estimation step for obtaining a second behavior estimated value (γs_act2) obtained by quantifying the behavior of the vehicle when the second control target is driven based on the set second control request value (γ_act2) ( And S16).

  According to the said structure, an effect | action and effect equivalent to the said vehicle behavior control apparatus can be acquired.

The block diagram which shows schematic structure of the vehicle carrying the vehicle behavior control apparatus of this invention. (A) (b) is a graph which shows an example of the behavior of the vehicle requested | required from the application. The map which shows the relationship between the output limit value and response speed of each control object. The block diagram which shows the controller which sets the control request value with respect to each control object. (A) is a timing chart showing how the control target value requested by the application, the first control request value for the first control object, and the first behavior estimated value of the first control object change, and (b) the first chart. 2 is a timing chart illustrating how a first correction coefficient for correcting a control request value changes. (A) is a timing chart showing how the control target value requested by the application, the first control request value for the first control object, and the first behavior estimated value of the first control object change, and (b) the first chart. 2 is a timing chart illustrating how a first correction coefficient for correcting a control request value changes. (A) is a timing chart for explaining how the sum of the estimated behavior values of the first and second control objects overshoots the control target value required by the application, and (b) shows the second control. The timing chart explaining a mode that the 2nd control requirement value with respect to object was corrected and the amount of overshoots decreased. (A) is a control target value requested from the application, a first control request value for the first control object, a second control request value for the second control object, and behavior estimation of the first and second control objects. The timing chart which shows a mode that the total value of a value changes, (b) is a timing chart explaining a mode that the 2nd correction coefficient for correct | amending a 3rd control requirement value changes. (A) is a control target value requested from the application, a first control request value for the first control object, a second control request value for the second control object, and behavior estimation of the first and second control objects. The timing chart which shows a mode that the total value of a value changes, (b) is a timing chart explaining a mode that the 2nd correction coefficient for correct | amending a 3rd control requirement value changes. The timing chart explaining a mode that the total value of the behavior estimated value of each 1st-3rd control object overshoots with respect to the control target value requested | required from an application. The flowchart explaining the process routine for setting the control request value with respect to each control object. When the first estimated delay amount is corrected by the first correction coefficient, the control target value requested from the application, the first control request value for the first control object, the second control request value for the second control object, And the timing chart which shows a mode that the total value of the behavior estimated value of each 1st and 2nd control object changes. The timing chart which shows a mode that the control target value requested | required from an application, the 1st control request value with respect to a 1st control object, and the 1st behavior estimation value of a 1st control object change. (A) is a timing chart showing how the control target value requested by the application, the first control request value for the first control object, and the first behavior estimated value of the first control object change, and (b) the first chart. 2 is a timing chart for explaining how the first correction coefficient for correcting the control request value changes, and FIGS. 5C and 5D are timing charts for explaining how the first estimated delay amount after correction changes.

(First embodiment)
Hereinafter, an embodiment in which the present invention is embodied in a behavior control device and a behavior control method for controlling the behavior of a vehicle in a lateral direction will be described with reference to FIGS. In the following description of the present specification, the traveling direction (forward direction) of the vehicle is assumed to be the front (front of the vehicle).

  FIG. 1 is a block diagram showing a configuration necessary for controlling the behavior of the vehicle in the lateral direction. As shown in FIG. 1, the vehicle according to the present embodiment includes a first drive device (control target) 50 that is driven when adjusting the tire angle of the front wheel 12, and each wheel (the front wheel 12 and the rear wheel 14). ) Includes a second drive device (control target) 60 that is driven when adjusting the braking / driving force against the rear wheel 14 and a third drive device (control target) 70 that is driven when the tire angle of the rear wheel 14 is adjusted. ing. The first drive device 50 is provided with a front wheel actuator ACTF for adjusting the tire angle of the front wheel 12 by rotating the steering 11 provided in the vehicle interior, and a steering gear variable actuator ACTS for adjusting the gear ratio of the steering 11. It has been. The first drive device 50 includes a front steering manager 51, an ECU (Electronic Control Unit) 52 that controls the front wheel actuator ACTF based on a control command from the front steering manager 51, and a steering gear variable actuator ACTS. ECU53 to control is provided.

  The second driving device 60 includes a braking / driving actuator ACTB that is driven when the braking / driving force for the wheels 12 and 14 is individually adjusted. The second driving device 60 includes a DYC (dynamic yaw rate control) manager 61 and an ECU 62 that controls the braking / driving actuator ACTB based on a control command from the DYC manager 61. Examples of the braking / driving actuator ACTB include a brake actuator and a power train.

  The third driving device 70 includes a rear wheel actuator ACTR that is driven when the tire angle of the rear wheel 14 is adjusted. The third drive device 70 includes a rear steer manager 71 and an ECU 72 that controls the rear wheel actuator ACTR based on a control command from the rear steer manager 71.

  Further, in the vehicle of this embodiment, control request values for at least two of the drive devices 50, 60, and 70 are individually set, and the control request values are output to the manager of the corresponding drive device. A controller 20 is provided as a behavior control device. The controller 20 detects the control target value output from the application 30 and detection signals from various sensors (for example, a steering angle sensor for detecting the steering angle of the steering wheel 11) mounted on the vehicle. Information on the state of the vehicle is input. In addition, the controller 20 receives information on the characteristics of the actuators ACTF, ACTB, and ACTR, that is, information relating to the identification of the driving devices 50, 60, 70 from the managers 51, 61, 71 of the driving devices 50, 60, 70. The

  The vehicle of this embodiment is equipped with a plurality of types of vehicle behavior control functions such as ACC (Adaptive Cruise Control) and lane keep, and an application 30 is provided for each behavior control function. Then, from the application 30, information (hereinafter referred to as “necessary application information”) related to a control target value necessary for exhibiting the behavior control function and information necessary for realizing the behavior control function (for example, road surface conditions). Is also output to the controller 20.

  For example, the lane keeping application 30 uses a vehicle-mounted camera (not shown) or the like to determine whether there is a deviation from the lane of the vehicle or a sign of deviation. The application 30 sets a target lateral acceleration (control target value) Gyth necessary for returning the vehicle position when it is determined that there is a deviation from the vehicle lane or an indication thereof, and the target lateral acceleration is set. The acceleration Gyth is output to the controller 20. In FIG. 1, only one application 30 is shown, but the vehicle actually has a plurality of types of applications.

  FIG. 2A is a graph showing an example of the target lateral acceleration Gyth output from the application 30. As shown in FIG. 2A, the target lateral acceleration Gyth is determined from the initial value Gythstr (for example, “0 (zero)”) before the vehicle behavior control requested by the application 30 in a first direction (for example, the vehicle In the direction of turning to the right) and becomes the target value Gythend. Thereafter, the target lateral acceleration Gyth changes from the target value Gythend to a second direction that is opposite to the first direction (for example, a direction in which the vehicle turns leftward), and becomes an initial value Gythstr.

  As shown in FIG. 1, the controller 20 of the present embodiment receives information necessary for lateral movement of the vehicle, that is, information necessary for generating a yaw in the vehicle, as information relating to the state of the vehicle. The For example, the steering angle θ of the steering wheel 11, the vehicle speed V (also referred to as “body speed”), the vehicle yaw rate γ, and the braking / driving moment Bm are input to the controller 20. The “braking / driving moment Bm” indicates a moment in the yaw direction generated in the vehicle when the braking / driving actuator ACTB applies a braking / driving force to the wheels 12 and 14.

  The “information regarding the characteristics of the actuator” includes output limit values of the actuators ACTF, ACTB, and ACTR. The output limit value is the maximum output value that can be output by the actuator. In the present embodiment, the output limit value of each of the drive devices 50, 60, and 70 to be controlled is the output limit value of the actuators ACTF, ACTB, and ACTR included in each of the drive devices 50, 60, and 70. Further, in the present embodiment, the output control target selection unit 25 described later uses the first drive device 50 including the front steer manager 51 as the first control target, and the second drive device 60 including the DYC manager 61 as the first control target. The third drive device 70 including the rear steer manager 71 is set as the third control target.

  As shown in FIG. 3, the characteristics of the actuators ACTF, ACTB, and ACTR for generating lateral acceleration (or yaw rate γ) in the vehicle are different from each other. For example, the output limit value of the yaw rate γ (the output limit value of the first control object) γmax_act1 of the front wheel actuator ACTF is the largest among the actuators ACTF, ACTB, and ACTR, while the response speed of the front wheel actuator ACTF is the actuator ACTF. , ACTB, ACTR is the slowest. The output limit value of yaw rate γ (output limit value of the second control object) γmax_act2 of the braking / driving actuator ACTB is the smallest among the actuators ACTF, ACTB, and ACTR, while the response speed of the braking / driving actuator ACTB is The fastest of the actuators ACTF, ACTB, and ACTR. Further, the output limit value of the yaw rate γ of the rear wheel actuator ACTR (the output limit value of the third control object) γmax_act3 is the second largest among the actuators ACTF, ACTB, and ACTR, while the response speed of the rear wheel actuator ACTR. Is the second fastest of the actuators ACTF, ACTB, ACTR.

In addition, the “information regarding the characteristics of the actuator” includes the upper limit value of the degree of change in the control request value for the drive device. Here, the upper limit value of the degree of change in the control request value for the first drive device 50 will be described with reference to FIG. In FIG. 5A, the first required yaw rate γ_act1 that is a control request value for the first drive device 50 is indicated by a broken line, and the target yaw rate γth corresponding to the control target value set by the application 30 is indicated by a solid line. Is shown. As shown in the figure, the slope of the broken line indicating the first required yaw rate γ_act1 at the beginning of the control is smaller than the slope of the solid line showing the target yaw rate γth . This is because the behavior of the vehicle is unstable when the first driving device 50 is driven so that the first yaw rate estimated value γs_act1 indicated by the alternate long and short dash line in FIG. This is because there is a possibility. Therefore, even if the application 30 requests a rapid change in the lateral acceleration Gy (or yaw rate γ), the change amount of the control request value for the first drive device 50 does not exceed a predetermined amount corresponding to the upper limit value.

  Here, the first driving device 50 has been described, but the upper limit according to the characteristics of the actuator is also provided for the amount of change in the control request value for the other driving devices 60 and 70.

Next, the controller 20 will be described.
As shown in FIG. 1, the controller 20 includes a yaw rate conversion unit 21, an application information organizing unit 22, an availability calculation unit 23, a vehicle state as functional units realized by a CPU (not shown) executing a predetermined program. A value acquisition unit 24, an output control target selection unit 25, and a required value setting unit 26 are provided.

  The yaw rate conversion unit 21 converts various values input from the application 30 into a yaw rate because the controller 20 sets various parameters with the yaw rate. For example, when the target lateral acceleration Gyth is input from the application 30, the yaw rate conversion unit 21 converts the target lateral acceleration Gyth into the target yaw rate γth by a known calculation method, and the target yaw rate γth is output control target selection unit 25. And output to the required value setting unit 26. When the control target value input from the application 30 is a yaw rate, the yaw rate conversion unit 21 outputs the control target value input from the application 30 to the output control target selection unit 25 and the required value setting unit 26 as they are. .

  FIG. 2B is a graph showing an example when the target lateral acceleration Gyth shown in FIG. 2A output from the application 30 is converted into the target yaw rate γth. As shown in FIG. 2B, the target yaw rate γth changes in the first direction from the initial value γthstr (for example, “0 (zero)”) before the start of the vehicle behavior control requested by the application 30 to the target value. γthend. Thereafter, the target yaw rate γth changes from the target value γthend in the second direction to the initial value γthstr.

  Returning to FIG. 1, the application information organizing unit 22 organizes necessary application information input from the application 30. Then, the application information organizing unit 22 outputs information necessary for processing in the output control target selection unit 25 to the output control target selection unit 25.

  The availability calculating unit 23 outputs the output limit values γmax_act1, γmax_act2, γmax_act3 of the driving devices 50, 60, and 70 for generating the yaw rate in the vehicle based on the input information on the characteristics of the actuators ACTF, ACTB, and ACTR, that is, Calculate the output limit value of the control target. Then, the availability calculation unit 23 outputs the calculation result to the output control target selection unit 25.

  The vehicle state value acquisition unit 24 converts (converts) the input steering angle θ of the steering wheel 11 into a yaw rate (hereinafter also referred to as “steering angle equivalent yaw rate”), and calculates a vehicle body slip angle. Then, the vehicle state value acquisition unit 24 outputs the braking / driving moment Bm, the vehicle speed V, the steering angle equivalent yaw rate, and the vehicle body slip angle to the output control target selection unit 25 and the required value setting unit 26. The “vehicle body slip angle” is an angle formed by the vehicle longitudinal direction of the vehicle and the vehicle body traveling direction.

  The output control target selection unit 25 selects a drive device to be used based on various information input from each function unit. Further, when there are a plurality of drive devices to be used, the output control target selection unit 25 sets the priority order. In the present embodiment, the driving device to be used is the first driving device 50 that adjusts the tire angle of the front wheels 12, and the second driving force that generates the braking / driving moment by individually adjusting the braking / driving force for each of the wheels 12,14. The driving device 60 is a third driving device 70 that adjusts the tire angle of the rear wheel 14. The first control object with the highest priority is set as the first drive device 50, the second control object with the second highest priority is set as the second drive device 60, and the highest priority is set. The low third control target is the third drive device 70. The setting of the priority order is an example, and the first control target is the second drive device 60, the second control target is the third drive device 70, and the third control target. May be used as the first driving device 50.

Then, the output control target selection unit 25 outputs the determined content, that is, information on the priority order of the driving devices 50, 60, 70, etc. to the request value setting unit 26.
Next, the required value setting unit 26 will be described.

  As shown in FIG. 1, the request value setting unit 26 requests each of the driving devices 50, 60, 70 based on various information from the yaw rate conversion unit 21, the vehicle state value acquisition unit 24, and the output control target selection unit 25. Set the control request value. Then, the request value setting unit 26 outputs the set control request value to the managers 51, 61, 71 of the drive devices 50, 60, 70. As shown in FIG. 4, the required value setting unit 26 includes a first required value setting unit 40, a first estimated value acquisition unit 41, a first calculation unit 42, a second required value setting unit 43, and a second estimated value acquisition. Unit 44, second calculation unit 45, third required value setting unit 46, third estimated value acquisition unit 47, and estimated yaw rate calculation unit 48.

  The first required value setting unit 40 sets a first control request value required for the first control target in order to realize the behavior of the vehicle requested by the application 30. In the present embodiment, the first request value setting unit 40 requests the first control object to respond to the request from the application 30 with the first control object as much as possible. Set. Specifically, the first required value setting unit 40 makes a first required yaw rate (first control) requested to the front steering manager 51 in order to bring the yaw rate γth of the vehicle closer to the target yaw rate γth input from the yaw rate conversion unit 21. Request value) γ_act1 is set. Then, the first required value setting unit 40 outputs the set first required yaw rate γ_act1 to the front steer manager 51 and the first estimated value acquisition unit 41. Therefore, in this embodiment, the 1st request value setting part 40 functions as a 1st request value setting means.

  The first estimated value acquisition unit 41 is a first behavior estimated value obtained by quantifying the behavior of the vehicle when the first control target is driven based on the first control request value set by the first request value setting unit 40. (Also referred to as “norm”). In the present embodiment, the first estimated value acquisition unit 41 generates the yaw rate generated in the vehicle when the first driving device 50 is driven based on the first required yaw rate γ_act1 set by the first required value setting unit 40. As the estimated value, the first yaw rate estimated value (first behavior estimated value) γs_act1 is acquired. The first yaw rate estimated value γs_act1 is estimated based on the information output from the vehicle state value acquisition unit 24. For example, the first yaw rate estimated value γs_act1 is set to a larger value when the vehicle speed V is high than when the vehicle speed V is low. This is because when the tire angle of the front wheel 12 is constant, the vehicle can be turned more rapidly as the vehicle speed V is higher. Therefore, in this embodiment, the 1st estimated value acquisition part 41 functions as a 1st estimation means. Then, the first estimated value acquisition unit 41 outputs the acquired first yaw rate estimated value γs_act1 to the first calculation unit 42, the second required value setting unit 43, and the estimated yaw rate calculation unit 48. As shown in FIG. 5A, the first yaw rate estimated value γs_act1 does not match the first required yaw rate γ_act1. This is because the response of the front wheel actuator ACTF is delayed with respect to the control command from the front steering manager 51.

  Returning to FIG. 4, the first calculation unit 42 includes the first steady shortage TF1 that is a shortage generated with respect to the control target value due to the shortage of the output of the first control target, and the response delay of the first control target. Is calculated based on the first estimated delay amount SF1. Then, the first calculation unit 42 outputs the calculated first steady shortage amount TF1 and first estimated delay amount SF1 to the second required value setting unit 43. Therefore, in this embodiment, the 1st calculation part 42 functions as a calculation means. The first steady shortage amount TF1 is a shortage amount with respect to the target yaw rate γth generated by the output limit of the front wheel actuator ACTF, that is, a control amount that cannot be realized by the front wheel actuator ACTF. In the present embodiment, as shown in FIG. 5A, the first steady shortage TF1 is obtained by subtracting the output limit value of the front wheel actuator ACTF (the output limit value of the first control target) γmax_act1 from the target yaw rate γth. Value. The first steady shortage TF1 may be a value obtained by subtracting the output limit value γmax_act1 from the target yaw rate γth and a predetermined coefficient, or a value obtained by adding the predetermined value to the subtracted value. May be.

  The calculation method of the first estimated delay amount SF1 differs depending on whether the first steady shortage amount TF1 is not “0 (zero)” or “0 (zero)”. When the first steady shortage TF1 is not “0 (zero)”, the first estimated delay amount SF1 is the output limit value of the front wheel actuator ACTF (the output of the first control object), as shown in FIG. The limit value is a value obtained by subtracting the first yaw rate estimated value γs_act1 from the smaller one of γmax_act1 and the target yaw rate γth. Specifically, since the target yaw rate γth is smaller than the output limit value γmax_act1 before the first timing t11 shown in FIG. 5A, a value obtained by subtracting the first yaw rate estimated value γs_act1 from the target yaw rate γth or the value A value close to the value is set as the first estimated delay amount SF1. Since the output limit value γmax_act1 is smaller than the target yaw rate γth after the first timing t11, a value obtained by subtracting the first yaw rate estimated value γs_act1 from the output limit value γmax_act1 or a value close to the value is the first estimated value. The delay amount is SF1.

  On the other hand, when the first steady shortage TF1 is “0 (zero)”, the first estimated delay amount SF1 is obtained by subtracting the first yaw rate estimated value γs_act1 from the target yaw rate γth, as shown in FIG. Value or a value close to the value.

  Returning to FIG. 4, the second required value setting unit 43 includes a first coefficient calculating unit 431, a first required value calculating unit 432, and a first required value correcting unit 433. The first coefficient calculation unit 431 calculates a first correction coefficient K1 used to correct (arbitrate) the input first estimated delay amount SF1, and uses the first correction coefficient K1 as the first required value calculation unit 432. Output to. The first correction coefficient K1 is a so-called gain that is set to a value that is greater than or equal to “0 (zero)” and less than or equal to “1”. Therefore, in the present embodiment, the first coefficient calculation unit 431 functions as a coefficient setting unit.

  The calculation method of the first correction coefficient K1 differs depending on whether the first steady shortage TF1 is not “0 (zero)” or “0 (zero)”. As shown in FIG. 5A, when the first steady shortage TF1 is not “0 (zero)”, the output limit value of the front wheel actuator ACTF (the first control target) is greater than the target value γthend of the target yaw rate γth. Output limit value) γmax_act1 is smaller. Therefore, before the second timing t12 when the control direction is switched from the first direction (see FIG. 2) to the second direction (see FIG. 2), the first correction coefficient K1 is the output limit of the front wheel actuator ACTF. The value (the output limit value of the first control target) is a value based on the difference between γmax_act1 and the first estimated delay amount SF1. Further, after the second timing t12, the first correction coefficient K1 is a value based on the difference between the first estimated delay amount SF1 and the initial value γthstr. Specifically, the first correction coefficient K1 is calculated based on the following relational expression (Formula 1). However, in the relational expression (formula 1), the values substituted for the control start value Vstr and the final target value Vend are different before and after the second timing t12 shown in FIG.

The control before the second timing t12 is a control for changing the yaw rate γ of the vehicle from the initial value γthstr to the target value γthend. Therefore, before the second timing t12, the initial value γthstr is substituted for the control start value Vstr, and the output limit value of the front wheel actuator ACTF (the output limit value of the first control target) γmax_act1 is substituted for the final target value Vend. The On the other hand, the control after the second timing t12 is a control for changing the yaw rate γ of the vehicle from the output limit value γmax_act1 (or a value close to the output limit value γmax_act1) to the initial value γthstr. Therefore, after the second timing t12, the output limit value γmax_act1 is substituted for the control start value Vstr, and the initial value γthstr is substituted for the final target value Vend.

  Before the second timing t12, as shown in FIGS. 5A and 5B, the first correction coefficient K1 indicates that the front wheel actuator ACTF is still undriven due to a response delay before the first timing t11. When it is set to “1” and the front wheel actuator ACTF starts to drive, it gradually approaches “0 (zero)”. On the other hand, after the second timing t12, the first correction coefficient K1 is “1” before the third timing t13 before the front wheel actuator ACTF starts to drive so that the first yaw rate estimated value γs_act1 becomes smaller than the output limit value γmax_act1. "Is set. After the third timing t13, the first correction coefficient K1 gradually decreases as the first yaw rate estimated value γs_act1 deviates from the output limit value γmax_act1, and the first yaw rate estimated value γs_act1 becomes the initial value of the target yaw rate γth. When the value γthstr is reached, “0 (zero)” is set.

  On the other hand, when the first steady shortage TF1 is “0 (zero)”, the first correction coefficient K1 is based on the difference between the control target value and the first estimated delay amount, as shown in FIG. Value. Specifically, the first correction coefficient K1 is calculated based on the relational expression (Expression 1). However, in the relational expression (Expression 1), the values substituted for the control start value Vstr and the final target value Vend are different before and after the second timing t22 shown in FIG. The second timing t22 is a timing at which the control direction is switched from the first direction (see FIG. 2) to the second direction (see FIG. 2).

  The control before the second timing t22 is a control for changing the yaw rate γ of the vehicle from the initial value γthstr to the target value γthend. Therefore, before the second timing t22, the initial value γthstr is substituted for the control start value Vstr, and the target value γthend is substituted for the final target value Vend. On the other hand, the control after the second timing t22 is a control for changing the yaw rate γ of the vehicle from the target value γthend (or a value close to the target value γthend) to the initial value γthstr. Therefore, after the second timing t22, the target value γthend is substituted for the control start value Vstr, and the initial value γthstr is substituted for the final target value Vend.

  Before the second timing t22, as shown in FIGS. 6A and 6B, the first correction coefficient K1 indicates that the front wheel actuator ACTF is still undriven due to a response delay before the first timing t21. When it is set to “1” and the front wheel actuator ACTF starts to drive, it gradually approaches “0 (zero)”. When the first yaw rate estimated value γs_act1 reaches the target value γthend of the target yaw rate γth, the first correction coefficient K1 is “0 (zero)”. On the other hand, after the second timing t22, the first correction coefficient K1 is before the third timing t23 at which the front wheel actuator ACTF starts to be driven so that the first yaw rate estimated value γs_act1 becomes smaller than the target value γthend of the target yaw rate γth. Then, it is set to “1”. After the third timing t23, the first correction coefficient K1 gradually decreases as the first yaw rate estimated value γs_act1 approaches the initial value γthstr, and the first yaw rate estimated value γs_act1 becomes the initial value γthstr of the target yaw rate γth. When it reaches, it becomes “0 (zero)”.

  Returning to FIG. 4, the first required value calculation unit 432 receives at least the first estimated delay amount SF1 from the first steady shortage amount TF1 and the first estimated delay amount SF1 input from the first calculation unit 42. Based on the first correction coefficient K1, a second control request amount required for the second control target is set. In other words, the second control request amount is set so that the output from the second control target can compensate for the required control target value by the output from the first control target. In the present embodiment, the first required value calculation unit 432 calculates the second required yaw rate (second control request amount) γ_act2 requested from the second drive device 60 based on the following relational expression (Expression 2). . Then, the first request value calculation unit 432 outputs the calculated second request yaw rate γ_act2 to the second estimated value acquisition unit 44. The multiplier n in the relational expression (Expression 2) is an integer equal to or greater than “1”, may be “1”, or may be an arbitrary number other than “1” (for example, “3”). Good.

The first required value correction unit 433 receives an input from the second estimated value acquisition unit 44 that the sum of the first behavior estimated value and the second behavior estimated value has overshooted the control target value. The second required control value calculated by the first required value calculation unit 432 is corrected (arbitrated). In the present embodiment, as shown in FIGS. 7A and 7B , when the second sum γ_add12 of the first yaw rate estimated value γs_act1 and the second yaw rate estimated value γs_act2 exceeds the target yaw rate γth, the first request The value correction unit 433 obtains a difference (overshoot amount) γ_sub12 between the target yaw rate γth and the second total value γ_add12. Then, the first request value correction unit 433 subtracts a value close to the difference γ_sub12 or the difference γ_sub12 from the second request yaw rate γ_act2 calculated by the first request value calculation unit 432, and corrects the subtraction result to the second request after correction. The yaw rate γ_act2 is output to the second estimated value acquisition unit 44. Therefore, in this embodiment, the 2nd request value setting part 43 which has the 1st request value calculation part 432 and the 1st request value correction | amendment part 433 functions as a 2nd request value setting means. The second required value setting unit 43 outputs the determined second required yaw rate γ_act2 to the DYC manager 61 of the second driving device 60.

  In the present embodiment, “the second sum value γ_add12 overshoots the target yaw rate γth” indicates that the second sum value γ_add12 changes from a state smaller than the target yaw rate γth to a larger state. It shows that the total value γ_add12 changes from a larger state to a smaller state than the target yaw rate γth. However, the case where the second total value γ_add12 is hunting with respect to the target yaw rate γth is not included.

  Returning to FIG. 4, the second estimated value acquisition unit 44 digitizes the behavior of the vehicle when the second control target is driven based on the second control request value set by the second request value setting unit 43. A second behavior estimated value is acquired. In the present embodiment, the second estimated value acquisition unit 44 generates the yaw rate generated in the vehicle when the second driving device 60 is driven based on the second required yaw rate γ_act2 set by the second required value setting unit 43. As the estimated value, the second yaw rate estimated value (second behavior estimated value) γs_act2 is acquired. The second yaw rate estimated value γs_act2 is estimated based on the information output from the vehicle state value acquisition unit 24. For example, the second yaw rate estimated value γs_act2 is set to a larger value when the vehicle speed V is high than when the vehicle speed V is low. Then, the second estimated value acquisition unit 44 outputs the second yaw rate estimated value γs_act2 to the second calculation unit 45. Therefore, in this embodiment, the 2nd estimated value acquisition part 44 functions as a 2nd estimation means.

In addition, the second estimated value acquisition unit 44 calculates a total value of the acquired second yaw rate estimated value γs_act2 and the first yaw rate estimated value γs_act1 as a second total value γ_add12, and the second total value γ_add12 is the target yaw rate γth. It is determined whether or not overshoot is performed (see FIG. 7). If the second estimated value acquisition unit 44 determines that overshooting has occurred, the second estimated value acquisition unit 44 instructs the first required value correction unit 433 to correct (arbitrate) the second yaw rate estimated value γs_act2.

  The second calculation unit 45 includes a second steady shortage amount TF2 that is a shortage amount with respect to the control target value generated by the output limit of each of the first and second control targets, and the responses of the first and second control targets. A second estimated delay amount SF2 generated based on the delay is calculated. Then, the second calculation unit 45 outputs the calculated second steady shortage amount TF2 and second estimated delay amount SF2 to the third required value setting unit 46. Therefore, in this embodiment, the 2nd calculation part 45 functions as another calculation means. In the present embodiment, as shown in FIG. 8A, the second steady shortage TF2 is a value obtained by subtracting the first sum value γ_max12 from the target yaw rate γth or a value close to the value. The first total value γ_max12 is the output limit value of the front wheel actuator ACTF (output limit value of the first control object) γmax_act1 (see FIG. 3) and the output limit value of the braking / driving actuator ACTB (output of the second control object). It is a value obtained by adding (limit value) γmax_act2 (see FIG. 3). Then, before the first timing t41 or after the third timing t43 where the first total value γ_max12 is larger than the target yaw rate γth, the second steady shortage TF2 is set to “0 (zero)”.

  The second estimated delay amount SF2 is the smaller one of the control target value and the first sum value γ_max12 (that is, the sum of the output limit values of the first and second control objects), the first and second values. It is calculated based on the difference from the total of each behavior estimation value of each control target. In the present embodiment, the second estimated delay amount SF2 is smaller than the first yaw rate γth from the target yaw rate γth because the target yaw rate γth is smaller than the first summed value γ_max12 before the first timing t41 shown in FIG. A value obtained by subtracting the total value γ_add12 or a value close to the value. The second summed value γ_add12 is a value obtained by summing the first yaw rate estimated value γs_act1 and the second yaw rate estimated value γs_act2. Also, after the first timing t41 and before the third timing t43, the second estimated delay amount SF2 is smaller than the target yaw rate γth because the first summed value γ_max12 is smaller than the first summed value γ_max12. A value obtained by subtracting the two total value γ_add12 or a value close to the value. Further, after the third timing t43, the second estimated delay amount SF2 is smaller than or equal to the value obtained by subtracting the second summed value γ_add12 from the target yaw rate γth because the target yaw rate γth is smaller than the first summed value γ_max12. It is assumed to be close.

  Returning to FIG. 4, the third required value setting unit 46 includes a second coefficient calculating unit 461, a second required value calculating unit 462, and a second required value correcting unit 463. The second coefficient calculation unit 461 calculates a second correction coefficient K2 used for correcting (arbitration) the input second estimated delay amount SF2. The second correction coefficient K2 is a so-called gain that is set to a value that is greater than or equal to “0 (zero)” and less than or equal to “1”. Then, the second coefficient calculation unit 461 outputs the calculated second correction coefficient K2 to the second required value calculation unit 462. Therefore, in the present embodiment, the second coefficient calculation unit 461 functions as another coefficient setting unit.

  The calculation method of the second correction coefficient K2 differs depending on whether the second steady shortage TF2 is not “0 (zero)” or “0 (zero)”. As shown in FIGS. 8A and 8B, when the second steady shortage TF2 is not “0 (zero)”, the first sum γ_max12 (= γmax_act1 + γmax_act2) is smaller than the target value γthend of the target yaw rate γth. . Therefore, before the second timing t42 when the control direction is switched from the first direction (see FIG. 2) to the second direction (see FIG. 2), the second correction coefficient K2 is equal to the first sum γ_max12 and the second sum. The value is based on the difference from the two total values γ_add12. Further, after the second timing t42, the second correction coefficient K2 is a value based on the difference between the second total value γ_add12 and the initial value γthstr. Specifically, the second correction coefficient K2 is calculated based on the following relational expression (Formula 3). However, in the relational expression (Expression 3), the values substituted for the control start value Vstr and the final target value Vend are different before and after the second timing t42 shown in FIG.

The control before the second timing t42 is a control for changing the yaw rate γ of the vehicle from the initial value γthstr to the target value γthend. Therefore, before the second timing t42, the initial value γthstr is substituted for the control start value Vstr, and the first total value γ_max12 (= γmax_act1 + γmax_act2) is substituted for the final target value Vend. On the other hand, the control after the second timing t42 is control for changing the yaw rate γ of the vehicle from the first sum value γ_max12 (or a value close to the first sum value γ_max12) to the initial value γthstr. Therefore, after the second timing t42, the first sum value γ_max12 is substituted for the control start value Vstr, and the initial value γthstr is substituted for the final target value Vend.

  Before the second timing t42, as shown in FIGS. 8A and 8B, the second correction coefficient K2 is not yet driven by the response delay until the front wheel actuator ACTF and the braking / driving actuator ACTB are driven before the first timing t41. It is set to “1” because it is not. In addition, when at least one of the actuators ACTF and ACTB starts to be driven, the second correction coefficient K2 gradually approaches “0 (zero)”. At the second timing t42, the final target value of the behavior control is changed, so the second correction coefficient K2 is set to “1”. Thereafter, the second correction coefficient K2 decreases as the second sum γ_add12 (= γs_act1 + γs_act2) approaches the initial value γthstr of the target yaw rate γth. When the second sum γ_add12 reaches the initial value γthstr, the second correction coefficient K2 is set to “0 (zero)”.

  On the other hand, when the second steady shortage TF2 is “0 (zero)”, the second correction coefficient K2 is the control target value, the first estimated delay amount, and the second estimated delay, as shown in FIG. The value is based on the difference from the sum of the quantities. Specifically, the second correction coefficient K2 is calculated based on the relational expression (Expression 3). However, in the relational expression (Formula 3), the values substituted for the control start value Vstr and the final target value Vend are different before and after the first timing t51 shown in FIG. The first timing t51 is a timing at which the control direction is switched from the first direction (see FIG. 2) to the second direction (see FIG. 2).

  The control before the first timing t51 is a control for changing the yaw rate γ of the vehicle from the initial value γthstr to the target value γthend. Therefore, before the first timing t51, the initial value γthstr is substituted for the control start value Vstr, and the target value γthend is substituted for the final target value Vend. On the other hand, the control after the first timing t51 is a control for changing the yaw rate γ of the vehicle from the target value γthend (or a value close to the target value γthend) to the initial value γthstr. Therefore, after the first timing t51, the target value γthend is substituted for the control start value Vstr, and the initial value γthstr is substituted for the final target value Vend.

  Before the first timing t51, as shown in FIGS. 9A and 9B, the second correction coefficient K2 is “when the front wheel actuator ACTF and the braking / driving actuator ACTB are not yet driven due to a response delay. 1 ”. In addition, when at least one of the actuators ACTF and ACTB starts to be driven, the second correction coefficient K2 gradually approaches “0 (zero)”. At the first timing t51, the final target value of the behavior control is changed, so the second correction coefficient K2 is set to “1”. Thereafter, the second correction coefficient K2 decreases as the second sum γ_add12 (= γs_act1 + γs_act2) approaches the initial value γthstr of the target yaw rate γth. When the second sum γ_add12 reaches the initial value γthstr, the second correction coefficient K2 is set to “0 (zero)”.

  Returning to FIG. 4, the second required value calculation unit 462 receives at least the second estimated delay amount SF2 out of the second steady shortage amount TF2 and the second estimated delay amount SF2 input from the second calculation unit 45. Based on the second correction coefficient K2, a third control request amount required for the third control target is set. That is, the third control request amount is set so that the output from the third control object can compensate for the required control target value by the output from the first and second control objects. Is done. In the present embodiment, the second required value calculation unit 462 calculates the third required yaw rate γ_act3 requested from the third drive device 70 based on the following relational expression (Formula 4). Then, the second required value calculation unit 462 outputs the calculated third required yaw rate γ_act3 to the third estimated value acquisition unit 47. Note that the multiplier n in the relational expression (formula 4) is an integer equal to or greater than “1”, may be “1”, or may be an arbitrary number other than “1” (for example, “3”). Good.

The second required value correction unit 463 indicates from the third estimated value acquisition unit 47 that the sum of the first behavior estimated value, the second behavior estimated value, and the third behavior estimated value has overshot the control target value. When input, the third required control value calculated by the second required value calculator 462 is corrected (arbitrated). In the present embodiment, as shown in FIG. 10, when the third sum γ_add123 of the first yaw rate estimated value γs_act1 , the second yaw rate estimated value γs_act2, and the third yaw rate estimated value γs_act3 exceeds the target yaw rate γth, The required value correction unit 463 obtains a difference γ_sub123 between the target yaw rate γth and the third total value γ_add123. Then, the second required value correcting unit 463 subtracts the difference γ_sub123 from the third required yaw rate γ_act3 calculated by the second required value calculating unit 462, and the third estimation is performed as the corrected third required yaw rate γ_act3. Output to the value acquisition unit 47. That is, the concept of correcting the third required yaw rate γ_act3 by the second required value correcting unit 463 is the same as the concept of correcting the second required yaw rate γ_act2 by the first required value correcting unit 433. Therefore, in the present embodiment, the third required value setting unit 46 including the second required value calculation unit 462 and the second required value correction unit 463 functions as a third required value setting unit. The third required value setting unit 46 outputs the determined third required yaw rate γ_act3 to the rear steering manager 71 of the third driving device 70.

  Returning to FIG. 4, the third estimated value acquisition unit 47 digitizes the behavior of the vehicle when the third control target is driven based on the third control request value set by the third request value setting unit 46. A third behavior estimated value is acquired. In the present embodiment, the third estimated value acquisition unit 47 generates the yaw rate generated in the vehicle when the third driving device 70 is driven based on the third required yaw rate γ_act3 set by the third required value setting unit 46. As the estimated value, the third yaw rate estimated value (third behavior estimated value) γs_act3 is acquired. The third yaw rate estimated value γs_act3 is estimated based on the information output from the vehicle state value acquisition unit 24. For example, the third yaw rate estimated value γs_act3 is set to a larger value when the vehicle speed V is high than when the vehicle speed V is low. Then, the third estimated value acquisition unit 47 outputs the third yaw rate estimated value γs_act3 to the estimated yaw rate calculating unit 48. Therefore, in this embodiment, the 3rd estimated value acquisition part 47 functions as a 3rd estimation means.

In addition, the third estimated value acquisition unit 47 calculates the third total value γ_add123 (= γs_act1 + γs_act2 + γs_act3), and determines whether the third total value γ_add123 is overshooting with respect to the target yaw rate γth. (See FIG. 10). If the third estimated value acquisition unit 47 determines that overshooting has occurred, the third estimated value acquisition unit 47 instructs the second request value correction unit 463 to correct (arbitrate) the third yaw rate estimated value γs_act3.

The estimated yaw rate calculation unit 48 adds the first yaw rate estimated value γs_act1 , the second yaw rate estimated value γs_act2, and the third yaw rate estimated value γs_act3 input from the estimated value acquisition units 41, 44, and 47. Then, the estimated yaw rate calculation unit 48 sets the summation result as an estimated value γs of the yaw rate generated in the vehicle by driving the driving devices 50, 60, and 70.

  Next, a processing routine that is executed when the target yaw rate γth is input from the yaw rate conversion unit 21 to the required value setting unit 26 will be described based on the flowchart shown in FIG. 11 and the timing chart shown in FIG. FIG. 12 is a timing chart when the first steady shortage TF1 is “0 (zero)”.

  Now, when the application 30 requests driving of each of the driving devices 50, 60, and 70, the processing routine is executed at predetermined intervals set in advance. In this processing routine, the first required value setting unit 40 sets the first required yaw rate γ_act1 (step S10), and outputs the set first required yaw rate γ_act1 to the front steering manager 51 of the first drive device 50. (Step S11). Subsequently, the first estimated value acquisition unit 41 acquires a first yaw rate estimated value γs_act1 (step S12). Therefore, in this embodiment, step S10 corresponds to a first required value setting step, and step S12 corresponds to a first estimation step.

  Then, the first calculation unit 42 calculates the first steady insufficient amount TF1 and the first estimated delay amount SF1 (step S13). Specifically, the first calculation unit 42 performs the first steady shortage when the output limit value (first control target output limit value) γmax_act1 of the front wheel actuator ACTF exceeds the target value γthend of the target yaw rate γth. The amount TF1 is set to “0 (zero)”. The first calculation unit 42 subtracts the first yaw rate estimated value γs_act1 of the front wheel actuator ACTF from the target yaw rate γth, and sets the subtraction result as the first estimated delay amount SF1 (see FIG. 6A). On the other hand, when the output limit value γmax_act1 does not exceed the target value γthend, the first calculation unit 42 subtracts the output limit value γmax_act1 from the target yaw rate γth, and sets the subtraction result as the first steady shortage TF1. The first calculation unit 42 subtracts the first yaw rate estimated value γs_act1 of the front wheel actuator ACTF from the output limit value γmax_act1, and sets the subtraction result as the first estimated delay amount SF1 (see FIG. 5A). Therefore, in this embodiment, step S13 corresponds to a calculation step.

Subsequently, the first coefficient calculation unit 431 of the second required value setting unit 43 calculates the first correction coefficient K1 using the relational expression (Expression 1) (step S14). Then, the first required value calculation unit 432 of the second required value setting unit 43 corrects the first estimated delay amount SF1 with the first correction coefficient K1, and the first steady shortage to the correction value (= SF1 × K1 ⁿ ). A value obtained by adding the amounts TF1 is set as a second required yaw rate γ_act2 (= TF1 + SF1 × K1 ⁿ ) (step S15). Subsequently, the second estimated value acquisition unit 44 acquires the second yaw rate estimated value γs_act2 (step S16). Therefore, in this embodiment, step S15 corresponds to a second required value setting step, and step S16 corresponds to a second estimation step.

  Here, a method of calculating the second required yaw rate γ_act2 in step S15 will be described. In FIG. 12, the output limit value (first control target output limit value) γmax_act1 of the front wheel actuator ACTF is equal to or greater than the target value γthend of the target yaw rate γth, that is, the first steady shortage TF1 is “0 (zero). ) ".

  If the first estimated delay amount SF1 is not corrected using the first correction coefficient K1, the second sum γ_add12 (= γs_act1 + γs_act2) may greatly exceed the target yaw rate γth. Such an overshoot occurs because the response of the front wheel actuator ACTF and the braking / driving actuator ACTB is delayed with respect to the request from the application 30. That is, in response to a request from the application 30, the braking / driving actuator ACTB starts to drive with a slight delay. As shown in FIG. 12, before the first timing t61, the front wheel actuator ACTF has not yet started to drive. Therefore, the braking / driving actuator ACTB is driven to bring the second yaw rate estimated value γs_act2 closer to the target yaw rate γth. Thereafter, when the first timing t61 elapses, the front wheel actuator ACTF starts to be driven. Then, since the first yaw rate estimated value γs_act1 is generated from the front wheel actuator ACTF, the second required yaw rate γ_act2 of the braking / driving actuator ACTB starts to decrease.

  However, even if the second required yaw rate γ_act2 is decreased, the second yaw rate estimated value γs_act2 does not start to decrease immediately. As a result, as the first yaw rate estimated value γs_act1 increases, the second summed value γ_add12 that is the sum of the yaw rate estimated values γs_act1 and γs_act2 significantly exceeds the target yaw rate γth. In order to suppress the second sum value γ_add12 from exceeding the target yaw rate γth, it is necessary to appropriately correct the second required yaw rate γ_act2 from when the first yaw rate estimated value γs_act1 approaches the target yaw rate γth.

  In this regard, in the present embodiment, the calculated first estimated delay amount SF1 is corrected by the first correction coefficient K1. Moreover, the first correction coefficient K1 is set to “1” before the first timing t61 at which the front wheel actuator ACTF starts to be driven. Therefore, before the first timing t61, as in the case where the first estimated delay amount SF1 using the first correction coefficient K1 is not corrected, the second sum γ_add12 (in this case, the second yaw rate estimated value γs_act2) Approaches the target yaw rate γth at a high pace.

  On the other hand, after the first timing t61, the first correction coefficient K1 decreases as the difference between the target value γthend of the target yaw rate γth and the first yaw rate estimated value γs_act1 decreases. Therefore, the second required yaw rate γ_act2 is rapidly reduced as compared with the case where the first estimated delay amount SF1 is not corrected. As a result, the second yaw rate estimated value γs_act2 of the braking / driving actuator ACTB driven based on the second required yaw rate γ_act2 is rapidly reduced as compared with the case where the first estimated delay amount SF1 is not corrected.

  Moreover, at the second timing t62 when the first yaw rate estimated value γs_act1 reaches the target value γthend of the target yaw rate γth, the first correction coefficient K1 becomes “0 (zero)”. Therefore, when the first steady shortage TF1 is “0 (zero)”, the second required yaw rate γ_act2 is surely “0 (zero)”. Therefore, an overshoot that occurs between the first timing t61 and the second timing t62 is suppressed to a small level.

  Thereafter, when the target yaw rate γth is decreased from the target value γthend to the initial value γthstr, the respective requested yaw rates γ_act1 and γ_act2 start to decrease (third timing t63). Even at this time, the second yaw rate estimated value γs_act2 of the braking / driving actuator ACTB decreases between the third timing t63 and the fourth timing t64, while the first yaw rate estimated value γs_act1 of the front wheel actuator ACTF is Maintained. That is, the braking / driving actuator ACTB generates a yaw in a direction opposite to the first direction (second direction) so as to cancel the yaw in the first direction generated by driving the front wheel actuator ACTF. . In such a case, the first correction coefficient K1 is set to “1”.

  Then, when the third timing t63 elapses, the first yaw rate estimated value γs_act1 starts to decrease. Then, since the difference between the second total value γ_add12 and the target yaw rate γth becomes small, the first correction coefficient K1 becomes small. Then, the second yaw rate estimated value γs_act2 suddenly approaches “0 (zero)”. Thereafter, when the first yaw rate estimated value γs_act1 reaches the target yaw rate γth, the first correction coefficient K1 becomes “0 (zero)” (fifth timing t65). Therefore, when the first steady shortage TF1 is “0 (zero)”, the second required yaw rate γ_act2 is surely “0 (zero)”. Therefore, an overshoot that occurs between the fourth timing t64 and the fifth timing t65 is suppressed to a small level.

  Returning to the flowchart of FIG. 11, the second estimated value acquisition unit 44 adds the first yaw rate estimated value γs_act1 acquired in step S12 and the second yaw rate estimated value γs_act2 acquired in step S16, and the combined result is obtained. The second total value γ_add12 is assumed. Then, the second estimated value acquisition unit 44 determines whether or not the calculated second total value γ_add12 overshoots the target yaw rate γth (step S17). If no overshoot has occurred (step S17: NO), the second estimated value acquisition unit 44 notifies the second request value setting unit 43 to that effect, and the process proceeds to step S19 described later.

  On the other hand, when the overshoot occurs (step S17: YES), the first required value correction unit 433 of the second required value setting unit 43 corrects (arbitrates) the second required yaw rate γ_act2 calculated in step S15 ( Step S18). Specifically, the first required value correction unit 433 calculates a difference γ_sub12 between the second total value γ_add12 and the target yaw rate γth. Then, the first required value correction unit 433 subtracts the difference γ_sub12 from the second required yaw rate γ_act2 calculated in step S15, and sets the subtraction result (= γ_act2-γ_sub12) as the corrected second required yaw rate γ_act2 ( (See FIGS. 7A and 7B). Thereafter, the second required value setting unit 43 proceeds to the next step S19.

  In step S19, the second required value setting unit 43 outputs the second required yaw rate γ_act2 set in step S15 or step S18 to the DYC manager 61 of the second driving device 60. Subsequently, the second calculation unit 45 calculates the second steady shortage amount TF2 and the second estimated delay amount SF2 (step S20). Specifically, when the first sum γ_max12 (= γmax_act1 + γmax_act2) exceeds the target value γthend of the target yaw rate γth, the second calculator 45 sets the second steady shortage TF2 to “0 (zero)”. To do. On the other hand, when the first total value γ_max12 does not exceed the target value γthend of the target yaw rate γth, the second calculation unit 45 subtracts the first total value γ_max12 from the target yaw rate γth and sets the subtraction result to the second steady shortage. The amount is TF2. Then, the second calculation unit 45 subtracts the second total value γ_add12 (= γs_act1 + γs_act2) from the target yaw rate γth, and sets the subtraction result as the second estimated delay amount SF2.

Subsequently, the second coefficient calculation unit 461 of the third required value setting unit 46 calculates the second correction coefficient K2 using the relational expression (Formula 3) (step S21). Then, the second required value calculation unit 462 of the third required value setting unit 46 corrects the second estimated delay amount SF2 with the second correction coefficient K2, and the correction value (= SF2 × K2 ⁿ ) has a second stationary shortage. A value obtained by adding the amounts TF2 is set as a third required yaw rate γ_act3 (= TF2 + SF2 × K2 ⁿ ) (step S22). Subsequently, the third estimated value acquisition unit 47 acquires a third yaw rate estimated value γs_act3 (step S23).

Here, a method of calculating the third required yaw rate γ_act3 in step S22 will be described.
If the correction of the second estimated delay amount SF2 using the second correction coefficient K2 is not performed, there is a possibility that the third sum γ_add123 (= γs_act1 + γs_act2 + γs_act3) greatly exceeds the target yaw rate γth. Such overshoot is because the responses of the actuators ACTF, ACTB, and ACTR are delayed with respect to the request from the application 30.

  In the present embodiment, the calculated second estimated delay amount SF2 is corrected using the second correction coefficient K2. In addition, the second correction coefficient K2 is determined when the actuators ACTF and ACTB other than the rear wheel actuator ACTR are not driven, that is, when the second sum γ_add12 (= γs_act1 + γs_act2) is “0 (zero)”. Is set to “1”. Then, when the second sum value γ_add12 starts to change, the second correction coefficient K2 gradually decreases. When the second steady shortage TF2 is “0 (zero)”, the second correction coefficient K2 becomes “0 (zero)” when the second total value γ_add12 reaches the target yaw rate γth. On the other hand, when the second steady shortage TF2 is not “0 (zero)”, when the second sum γ_add12 reaches the first sum γ_max12 (= γmax_act1 + γmax_act2), the second correction coefficient K2 is “0 ( Zero) ”.

  Therefore, when the other actuators ACTF and ACTB are not driven, the rear wheel actuator ACTR is driven at a high pace so as to bring the third yaw rate estimated value γs_act3 closer to the target yaw rate γth. On the other hand, when the other actuators ACTF and ACTB start to be driven, the second correction coefficient K2 is reduced in order to suppress the overshoot. Therefore, the degree of decrease in the third required yaw rate γ_act3 is greater than that in the case where the second estimated delay amount SF2 is not corrected using the second correction coefficient K2. Then, the variation degree of the third total value γ_add123 is rapidly decelerated. As a result, even if the third total value γ_add123 overshoots the target yaw rate γth, the excess amount (= difference γ_sub123) decreases.

  Note that the case where the yaw rate γ of the vehicle is set to “0 (zero)” or the yaw direction is changed from the first direction to the second direction is substantially the same as the above case, and the details thereof I will omit the explanation.

  Returning to the flowchart of FIG. 11, the third estimated value acquisition unit 47 adds the yaw rate estimated values γs_act1, γs_act2, and γs_act3 acquired in steps S12, S16, and S23, and sets the result as the third combined value γ_add123. . And the 3rd estimated value acquisition part 47 determines whether the calculated 3rd total value (gamma) _add123 has overshooted with respect to the target yaw rate (gamma) th (step S24). If no overshoot has occurred (step S24: NO), the third estimated value acquisition unit 47 notifies the third required value setting unit 46 to that effect, and the process proceeds to step S26 described later.

  On the other hand, when an overshoot occurs (step S24: YES), the second required value correction unit 463 of the third required value setting unit 46 corrects (arbitrates) the third required yaw rate γ_act3 calculated in step S22 ( Step S25). Specifically, the second required value correction unit 463 calculates a difference γ_sub123 between the third total value γ_add123 and the target yaw rate γth (see FIG. 10). Then, the second required value correcting unit 463 subtracts the difference γ_sub123 from the third required yaw rate γ_act3 calculated in step S22, and sets the subtraction result (= γ_act3−γ_sub123) as the corrected third required yaw rate γ_act3. Thereafter, the third required value setting unit 46 proceeds to the next step S26.

  In step S <b> 26, the third required value setting unit 46 outputs the third required yaw rate γ_act <b> 3 set in step S <b> 22 or step S <b> 25 to the rear steering manager 71 of the third drive device 70. Subsequently, the estimated yaw rate calculation unit 48 adds the acquired yaw rate estimated values γs_act1, γs_act2, and γs_act3, and sets the sum as the estimated yaw rate value γs (step S27). Then, the request value setting unit 26 once ends the processing routine.

Therefore, in this embodiment, the following effects can be obtained.
(1) The first required yaw rate γ_act1 is set in the first driving device 50 based on the input target yaw rate γth. Then, the first yaw rate estimated value γs_act1 obtained by quantifying the behavior of the vehicle when the first driving device 50 is driven based on the first required yaw rate γ_act1 is acquired, and the first steady shortage TF1 and the first estimation are obtained. A delay amount SF1 is calculated. Further, the second required yaw rate γ_act2 for the second driving device 60 is set based on at least the first estimated delay amount SF1 out of the first steady shortage amount TF1 and the first estimated delay amount SF1. That is, the second required yaw rate γ_act2 is set to a value that compensates for a part that cannot be handled by the first drive device 50. Therefore, it is possible to appropriately set control request values for a plurality of drive devices for controlling the behavior of the vehicle.

  When the second required yaw rate γ_act2 is thus set in the second driving device 60, the second yaw rate estimated value obtained by quantifying the behavior of the vehicle when the second driving device 60 is driven based on the second required yaw rate γ_act2. γs_act2 is acquired. Then, the sum of the first yaw rate estimated value γs_act1 and the second yaw rate estimated value γs_act2 (ie, γ_add12) can be approximated to the input target yaw rate γth. That is, by cooperating a plurality of driving devices, the behavior of the vehicle can be brought close to an ideal behavior.

  (2) By the way, as one method for controlling the behavior of a vehicle using a plurality of drive devices, a method for setting a control request value for one drive device without associating it with a control request value for another drive device. Can be considered. In this case, if the design of the actuator provided in one drive device is changed and the output characteristics of the actuator are changed, it may be necessary to review the setting method of the control request value for the other drive device. . That is, it takes a lot of time and cost to construct a system for controlling the behavior of the vehicle.

  In this regard, in the present embodiment, the controller 20 sets a control request value for each driving device. In addition, the control region (first steady shortage TF1 or first estimated delay amount SF1) that basically corresponds to the request from the application 30 by the first drive device and cannot be handled by the first drive device is the first. Control request values for the respective driving devices are set so as to correspond to the two driving devices. Therefore, even when the design of an actuator included in one drive device is changed, there is no need to reconstruct a program for setting a control request value for each drive device. Therefore, a great contribution can be made to the cost reduction of the construction of the system for controlling the behavior of the vehicle.

  (3) When the output limit value (output limit value of the first control target) γmax_act1 of the front wheel actuator ACTF exceeds the target value γthend of the target yaw rate γth, the first steady insufficient amount TF1 is “0 (zero)”. " Therefore, the second required yaw rate γ_act2 is set based on the first estimated delay amount SF1. On the other hand, when the output limit value γmax_act1 does not exceed the target value γthend, the first steady shortage TF1 is not “0 (zero)”. Therefore, the second required yaw rate γ_act2 is set based on the first steady shortage amount TF1 and the first estimated delay amount SF1. Therefore, the second required yaw rate γ_act2 for the second drive device 60 can be set to an appropriate value in consideration of the input target yaw rate γth and the performance of the front wheel actuator ACTF included in the first drive device 50.

(4) The second required yaw rate γ_act2 for the second drive device 60 is set based on the first estimated delay amount SF1 caused by the response delay of the front wheel actuator ACTF included in the first drive device 50. Therefore, if the output of the front wheel actuator ACTF becomes sufficiently large, the second sum γ_add12 (= γs_act1 + γs_act2) may overshoot the target yaw rate γth. Therefore, in the present embodiment, the first correction coefficient K1 is calculated based on the relational expression (Expression 1). Then, the first estimated delay amount SF1 is corrected (arbitration) based on the first correction coefficient K1 set in this way, and the second required yaw rate γ_act2 is calculated based on the corrected estimated delay amount (= SF1 × K1 ⁿ ). Is set. As a result, the second required yaw rate γ_act2 is corrected before the second total value γ_add12 reaches the target yaw rate γth. Therefore, it is possible to suppress overshoot of the second sum γ_add12 with respect to the target yaw rate γth as compared with the case where the first estimated delay amount SF1 is not corrected using the first correction coefficient K1.

(5) Furthermore, in this embodiment, even if the second required yaw rate γ_act2 is set based on the first estimated delay amount (= SF1 × K1 ⁿ ) corrected using the first correction coefficient K1, the second total value γ_add12 is set. When (= γs_act1 + γs_act2) overshoots the target yaw rate γth, further correction processing of the second required yaw rate γ_act2 is performed. Specifically, a difference γ_sub12 between the second total value γ_add12 and the target yaw rate γth is calculated, the difference γ_sub12 is subtracted from the second request yaw rate γ_act2, and the subtraction result is used as a corrected second request yaw rate γ_act2. Then, the second driving device 60 is driven based on the corrected second required yaw rate γ_act2. Therefore, it can contribute to further suppression of overshoot.

  (6) In the present embodiment, when the requested yaw rates γ_act1 and γ_act2 are set for the two driving devices 50 and 60, the second steady shortage amount TF2 and the second estimated delay amount SF2 are calculated. The third required yaw rate γ_act3 for the third drive device 70 is set based on at least the second estimated delay amount SF2 of the second steady shortage amount TF2 and the second estimated delay amount SF2. That is, the third required yaw rate γ_act3 is set to a value that compensates for a portion that cannot be handled by the first and second driving devices 50 and 60. Therefore, it is possible to appropriately set control request values for a plurality of drive devices for controlling the behavior of the vehicle. That is, by making the three driving devices 50, 60, and 70 cooperate, the behavior of the vehicle can be brought closer to an ideal behavior.

  (7) When the first total value γ_max12 (= γmax_act1 + γmax_act2) exceeds the target value γthend of the target yaw rate γth, the second steady insufficient amount TF2 is set to “0 (zero)”. Therefore, the third required yaw rate γ_act3 is set based on the second estimated delay amount SF2. On the other hand, when the first total value γ_max12 does not exceed the target value γthend, the second steady shortage TF2 is not “0 (zero)”. Therefore, the third required yaw rate γ_act3 is set based on the second steady shortage amount TF2 and the second estimated delay amount SF2. Therefore, the third required yaw rate γ_act3 for the third driving device 70 can be set to an appropriate value in consideration of the input target yaw rate γth and the performance of the actuators ACTF and ACTB included in the other driving devices 50 and 60. .

(8) The third required yaw rate γ_act3 is set based on the second estimated delay amount SF2 caused by the response delay of the actuators ACTF, ACTB included in the first and second drive devices 50, 60. Therefore, if the outputs of the actuators ACTF and ACTB become sufficiently large, the third total value γ_add123 (= γs_act1 + γs_act2 + γs_act3) may overshoot the target yaw rate γth. Therefore, in the present embodiment, the second correction coefficient K2 is calculated based on the relational expression (Expression 3). Then, the second estimated delay amount SF2 is corrected (arbitration) based on the second correction coefficient K2 set in this way, and the third required yaw rate γ_act3 is calculated based on the corrected estimated delay amount (= SF2 × K2 ⁿ ). Is set. As a result, the third required yaw rate γ_act3 is corrected before the third total value γ_add123 reaches the target yaw rate γth. Accordingly, it is possible to suppress overshoot of the third sum γ_add123 with respect to the target yaw rate γth as compared with the case where the second estimated delay amount SF2 is not corrected using the second correction coefficient K2.

(9) In the present embodiment, even if the third required yaw rate γ_act3 is set based on the second estimated delay amount (= SF2 × K2 ⁿ ) corrected using the second correction coefficient K2, the third total value γ_add123 is set. When (= γs_act1 + γs_act2 + γs_act3) overshoots the target yaw rate γth, further correction processing of the third required yaw rate γ_act3 is performed. Specifically, a difference γ_sub123 between the third total value γ_add123 and the target yaw rate γth is calculated, the difference γ_sub123 is subtracted from the third required yaw rate γ_act3, and the subtraction result is used as the corrected third required yaw rate γ_act3. Then, the third driving device 70 is driven based on the corrected third required yaw rate γ_act3. Therefore, it can contribute to further suppression of overshoot.

  (10) When controlling the behavior of the vehicle in the front-rear direction, particularly when accelerating the vehicle, a drive source represented by an engine or an electric motor is mainly driven. When the vehicle is decelerated, a braking source represented by a brake actuator is mainly driven. That is, when controlling the behavior of the vehicle in the front-rear direction, the actuator used mainly is changed by switching the control direction. On the other hand, for controlling the lateral behavior of the vehicle, the driving devices 50 and 70 for adjusting the steering angles of the wheels 12 and 14 of the vehicle and the driving capable of individually adjusting the braking / driving force for each wheel of the vehicle. A device 60 is used. These drive devices 50, 60, and 70 are effective drive devices for controlling the behavior of the vehicle in the lateral direction, although their characteristics (response speed, control amount, etc.) are different.

  In addition, each of the driving devices 50, 60, and 70 can be used even when the vehicle generates yaw in the first direction or when the vehicle generates yaw in the second direction. That is, even if the control direction is switched from the first direction to the second direction, it is not necessary to change the drive device (that is, the first drive device 50) that is mainly used. Therefore, in the present embodiment, the control request value setting method for each drive device is embodied as a control request value setting method for each drive device 50, 60, 70 that controls the behavior of the vehicle in the lateral direction. Accordingly, by using the three driving devices 50, 60, and 70, the behavior control in the lateral direction of the vehicle can be more appropriately performed.

  (11) Further, by cooperating the plurality of driving devices 50, 60, and 70 in this way, a control region (see FIG. 3) that cannot be realized with one driving device can be realized. That is, even if a request with a high response speed and a very large final target value is input from the application 30, the vehicle can behave close to the request by cooperating the driving devices 50, 60, and 70. Can do.

(Second Embodiment)
Next, a second embodiment of the present invention will be described with reference to FIGS. Note that the second embodiment differs from the first embodiment in a method for setting some of the various parameters in the required value setting unit 26. Therefore, in the following description, parts different from those of the first embodiment will be mainly described, and the same or corresponding member configurations as those of the first embodiment are denoted by the same reference numerals, and redundant description will be omitted. Shall.

First, a method for calculating the first steady shortage TF1 and the first estimated shortage SF1 for setting the second required yaw rate γ_act2 will be described.
As shown in FIG. 13, the first calculation unit 42 is concerned with the magnitude relationship between the output limit value (first control target output limit value) γmax_act1 of the front wheel actuator ACTF and the target value γthend of the first required yaw rate γ_act1. First, the first steady shortage TF1 and the first estimated shortage SF1 are calculated by the same calculation method. Specifically, the first calculator 42 calculates the first steady shortage TF1 based on the following relational expression (Formula 5). However, in the relational expression (Expression 5), the value substituted for the final target value Vend differs before and after the second timing t72 shown in FIG.

The control before the second timing t72 is a control for changing the yaw rate γ of the vehicle from the initial value γthstr to the target value γthend. Therefore, before the second timing t72, the target value γthend of the target yaw rate γth is substituted for the final target value Vend. On the other hand, the control after the second timing t72 is control for changing the yaw rate γ of the vehicle from the target value γthend side to the initial value γthstr. Therefore, after the second timing t72, the initial value γthstr is substituted for the final target value Vend.

  Further, the first calculation unit 42 subtracts the first yaw rate estimated value γs_act1 from the first required yaw rate γ_act1 for the first driving device 50, and sets the subtraction result as the first estimated delay amount SF1.

Next, a method for calculating the first correction coefficient K1 will be described.
The first coefficient calculation unit 431 calculates the first correction coefficient K1 based on the relational expression (Formula 1), as in the case of the first embodiment. That is, the control before the second timing t72 is a control for changing the yaw rate γ of the vehicle from the initial value γthstr to the target value γthend. Therefore, before the second timing t72, the initial value γthstr is substituted for the control start value Vstr, and the output limit value (output limit value of the first control target) γmax_act1 of the front wheel actuator ACTF is substituted for the final target value Vend. The On the other hand, the control after the second timing t72 is a control for changing the yaw rate γ of the vehicle from the output limit value γmax_act1 (or a value close to the output limit value γmax_act1) to the initial value γthstr. Therefore, after the second timing t72, the output limit value γmax_act1 is substituted for the control start value Vstr, and the initial value γthstr is substituted for the final target value Vend.

  Therefore, the first yaw rate estimation of the first drive device 50 is performed before the first timing t71 when the first required yaw rate γ_act1 reaches the output limit value (first control target output limit value) γmax_act1 of the front wheel actuator ACTF. As the value γs_act1 approaches the output limit value γmax_act1, the first correction coefficient K1 is set to a smaller value. Then, between the first timing t71 and the second timing t72, the first yaw rate estimated value γs_act1 matches the output limit value γmax_act1, so the first correction coefficient K1 is set to “0 (zero)”. Is done. Further, after the second timing t72, the first correction coefficient K1 decreases as the first yaw rate estimated value γs_act1 approaches the initial value γthstr.

  Incidentally, the application 30 may require a change in the yaw rate γ as shown in FIG. As described above, when the target yaw rate γth is suddenly changed (particularly, when the direction of the yaw generated in the vehicle is changed), as shown in FIG. And a value between the first requested yaw rate γ_act1. In the present embodiment, in the period from the first timing t81 to the second timing t82 in which the first yaw rate estimated value γs_act1 becomes a value between the target yaw rate γth and the first required yaw rate γ_act1, the state shown in FIG. As shown, the first correction coefficient K1 is maintained at the value calculated immediately before the first timing t81. That is, the first correction coefficient K1 is not changed until the first estimated delay amount SF1 becomes “0 (zero)”.

  Here, as indicated by a broken line in FIG. 14B, the first correction coefficient K1 is calculated between the first timing t81 and the second timing t82 by using the relational expression (formula 1). Then, the following problems may occur.

That is, as shown in FIG. 14B, at the first timing t81 when the target yaw rate γth suddenly becomes “0 (zero)”, the first correction coefficient K1 suddenly increases. Therefore, as shown in FIG. 14C, the first estimated delay amount (SF1 × K1 ⁿ ) corrected using the first correction coefficient K1 increases rapidly at the first timing t81. At this time, the absolute value of the first steady shortage amount TF1 (≦ 0 (zero)) to turn the vehicle in the second direction is the corrected first estimated delay amount SF1 (> 0 (zero)). If it is smaller than the absolute value, the second required yaw rate γ_act2 for the second drive device 60 becomes a positive value. Then, the second driving device 60 is driven to generate a large yaw in the first direction against the request from the application 30. As a result, the vehicle tends to turn in the direction opposite to the requested direction, which may cause discomfort to the vehicle occupant.

  In this regard, in the present embodiment, as shown in FIG. 14B, the first correction coefficient K1 is maintained between the first timing t81 and the second timing t82. Therefore, as shown in FIG. 14D, the second requested yaw rate γ_act2 does not increase at the first timing t81.

  On the other hand, in the present embodiment, the first correction coefficient K1 increases rapidly at the second timing t82. However, at this timing (t82), the first estimated delay amount SF1 (= γ_act1−γs_act1) is “0 (zero)”. Therefore, it is avoided that the first estimated delay amount SF1 calculated at the current timing becomes a value rapidly larger than the first estimated delay amount SF1 calculated at the previous timing.

Therefore, in this embodiment, in addition to the effects (1), (2), (4) to (11) of the first embodiment, the following effects can be further obtained.
(12) In the present embodiment, the calculation method of the first steady insufficient amount TF1 and the first estimated insufficient amount SF1 is that the output limit value of the front wheel actuator ACTF (the output limit value of the first control target) γmax_act1 and the target yaw rate γth. The calculation method is the same regardless of the magnitude relationship with the target value γthend. Therefore, the control load on the controller 20 can be reduced compared to the case where the calculation method is different depending on the magnitude relationship between the output limit value γmax_act1 and the target value γthend.

  (13) From the application 30, a request to suddenly set the vehicle yaw rate γ to “0 (zero)” and a direction in which the yaw is generated are suddenly changed from the first direction to the second direction. A request may be made. When the target yaw rate γth changes rapidly, the first yaw rate estimated value γs_act1 may be positioned between the target yaw rate γth and the first required yaw rate γ_act1. In this case, the first correction coefficient K1 is maintained (see FIG. 14B). Therefore, even when the first yaw rate estimated value γs_act1 is located between the target yaw rate γth and the first required yaw rate γ_act1, the calculation of the first correction coefficient K1 using the relational expression (Expression 1) is permitted. Unlike the case, the second drive device 60 can be prevented from being driven to cause the vehicle to generate yaw in a direction different from the request of the application 30. Therefore, it is possible to avoid making the vehicle occupant feel a great deal of anxiety.

In addition, you may change each said embodiment into another embodiment as follows.
In each embodiment, the third required value setting unit 46 may have a configuration in which the second required value correction unit 463 is omitted. In this case, even if the third total value γ_add123 (see FIG. 10) overshoots the target yaw rate γth, the rear steer manager 71 of the third driving device 70 is calculated by the second required value calculation unit 462. The third yaw rate estimated value γs_act3 is output.

  In each embodiment, the third required value setting unit 46 may not correct the second estimated delay amount SF2 calculated by the second calculation unit 45 using the second correction coefficient K2. In this case, the second required value calculation unit 462 outputs the sum of the second steady shortage amount TF2 and the second estimated delay amount SF2 to the third estimated value acquisition unit 47 as the third yaw rate estimated value γs_act3. Even in this configuration, when the third estimated value acquisition unit 47 determines that the third sum γ_add123 (see FIG. 10) overshoots the target yaw rate γth, the second request value correction unit 463 The corrected third yaw rate estimated value γs_act3 is output to the rear steering manager 71 of the third driving device 70.

  In each embodiment, the request from the application 30 is handled by the three driving devices 50, 60, and 70. However, some vehicles are not equipped with the third drive device 70. In such a case, the first and second driving devices 50 and 60 may respond to the request from the application 30. Of course, even a vehicle equipped with three driving devices 50, 60, 70 may respond to a request from the application 30 with two driving devices.

  In each embodiment, the output limit value of the control target is the maximum value of the output of the actuator included in the control target. However, the output limit value of the control target may not be the maximum value of the actuator output. For example, the output of the actuator may be limited by the ability of the power source to supply power to the actuator or a change in the capacity. When the output of the actuator is limited by various factors as described above, the output limit value to be controlled is set to an appropriate value according to the factor, for example, the maximum value of the actuator output at that time.

  In each embodiment, the second required value setting unit 43 may have a configuration in which the first required value correction unit 433 is omitted. In this case, even if the second total value γ_add12 (see FIGS. 7A and 7B) overshoots the target yaw rate γth, the DYC manager 61 of the second driving device 60 calculates the first required value. The second yaw rate estimated value γs_act2 calculated by the unit 432 is output.

  In each embodiment, the second required value setting unit 43 may not correct the first estimated delay amount SF1 calculated by the first calculation unit 42 using the first correction coefficient K1. In this case, the first required value calculation unit 432 outputs the sum of the first steady shortage amount TF1 and the first estimated delay amount SF1 to the second estimated value acquisition unit 44 as the second yaw rate estimated value γs_act2. Even in this configuration, if the second estimated value acquisition unit 44 determines that the second summed value γ_add12 (see FIGS. 7A and 7B) overshoots the target yaw rate γth, The second yaw rate estimated value γs_act2 corrected by the request value correcting unit 433 is output to the rear steering manager 71 of the third driving device 70.

  The vehicle driver may be steering the steering 11 at the time when a request from the application 30 is made. In this case, the yaw rate corresponding to the steering angle generated in the vehicle by the steering of the steering 11 is subtracted from the target yaw rate γth required by the application 30, and the respective drive devices 50, 60, 70 are applied to the target yaw rate γth after the processing. The requested yaw rate γ_act1, γ_act2, γ_act3 may be set. If comprised in this way, with respect to the request | requirement from the application 30, each drive device 50, 60, 70 will drive in response to a vehicle operation by a driver.

  In each embodiment, the controller 20 is provided separately from the ECUs 52, 62, 72 provided for the actuators ACTF, ACTB, and ACTR. However, any one of the ECUs 52, 62, and 72 may function as the controller 20. For example, when the ECU 62 for the braking / driving actuator ACTB also serves as the controller 20, the control request value is output from the second driving device 60 to the other driving devices 50 and 70.

  In each embodiment, one of the ECUs 52 and 53 of the first drive device 50 may also serve as the front steering manager 51. Similarly, the ECU 62 of the second drive device 60 may also serve as the DYC manager 61, and the ECU 72 of the third drive device 70 may also serve as the rear steer manager 71.

  In each embodiment, the ECUs 52, 53, 62, and 72 are provided for each of the actuators ACTS, ACTF, ACTB, and ACTR. However, even if a single ECU controls each actuator ACTS, ACTF, ACTB, and ACTR. Good.

  In each embodiment, the control object of the vehicle is embodied as a control object that controls the behavior of the vehicle in the lateral direction, but may be embodied as a control object that controls the behavior of the vehicle in the front-rear direction, for example. In this case, as an actuator included in the controlled object, an engine that functions as a vehicle drive source, a first motor, an automatic transmission, a brake actuator, a parking brake, and a second motor that can apply a regenerative brake to the wheels 12 and 14. Etc. In addition, the 1st motor which functions as a drive source may serve as the 2nd motor which can provide a regenerative brake to the wheels 12 and 14. FIG.

  DESCRIPTION OF SYMBOLS 40 ... 1st request value setting part as 1st request value setting means, 41 ... 1st estimated value acquisition part as 1st estimation means, 42 ... 1st calculation part as calculation means, 43 ... 2nd request value setting Second required value setting unit as means, 431... First coefficient calculation unit as coefficient setting means, 44... Second estimated value acquisition part as second estimation means, 45... Second calculation part as other calculation means 46, a third required value setting unit as a third required value setting unit, 461, a second coefficient calculating unit as another coefficient setting unit, 47, a third estimated value acquiring unit as a third estimating unit, 60, 70: Drive device as control target, Gyth: Target lateral acceleration as an example of control target value, K1: First correction coefficient, K2: Second correction coefficient, SF1, SF2: Estimated delay amount, TF1, TF2 ... Steady deficiency, Vend ... Final target value, Vstr ... Control start value, γ_act1... First request yaw rate as an example of first control request value, γ_act2... Second request yaw rate as an example of second control request value, γ_act3... Third request as an example of third control request value Yaw rate, γmax_act1, γmax_act2, γmax_act3 ... output limit value, γs_act1 ... first yaw rate estimated value as an example of first behavior estimated value, γs_act2 ... second yaw rate estimated value as an example of second behavior estimated value, γs_act3 ... third Third yaw rate estimated value as an example of behavior estimated value, γth ... target yaw rate as an example of control target value, γ_add12 ... second summed value, γ_add123 ... third summed value, γ_max12 ... first summed value, γ_sub12, γ_sub123 ... Difference.

Claims (14)

When control target values (Gyth, γth) relating to vehicle behavior are input, control request values (γ_act1, γ_act2, γ_act3) for a plurality of control objects (50, 60, 70) capable of controlling the vehicle behavior are set. In the vehicle behavior control device,
First request value setting means (40) for setting a first control request value (γ_act1) for the first control object among the control objects (50, 60, 70);
First estimating means (41) for obtaining a first behavior estimated value (γs_act1) obtained by quantifying the behavior of the vehicle when the first control target is driven based on the set first control request value (γ_act1). When,
A steady shortage amount (TF1) that is a shortage amount with respect to the control target value (Gyth, γth) generated by the output limit of the first control target, and a shortage amount generated based on a response delay of the first control target. A calculating means (42) for calculating at least an estimated delay amount (SF1) of a certain estimated delay amount (SF1);
Of the control objects (50, 60, 70), second request value setting means (43) for setting a second control request value (γ_act2) for the second control object based on the calculation result by the calculation means (42). )When,
Second estimation means (44) for obtaining a second behavior estimated value (γs_act2) obtained by quantifying the behavior of the vehicle when the second control target is driven based on the set second control request value (γ_act2). And a vehicle behavior control device. The calculating means (42)
The first control request value (γ_act1) set by the first request value setting means (40) is subtracted from the control target value (Gyth, γth), and the value based on the subtraction result is a steady insufficient amount (TF1). age,
The first behavior estimated value (γs_act1) acquired by the first estimating means (41) is subtracted from the first control required value (γ_act1) set by the first required value setting means (40), and the subtraction result The vehicle behavior control device according to claim 1, wherein a value based on the value is an estimated delay amount (SF1). The calculating means (42)
A steady shortage (TF1) is calculated based on a difference between the control target value (Gyth, γth) and the output limit value (γmax_act1) of the first control target,
The smaller one of the output limit value (γmax_act1) and the control target value (Gyth, γth) of the first control object and the first behavior estimated value (γs_act1) acquired by the first estimating means (41). 2. The vehicle behavior control device according to claim 1, wherein an estimated delay amount (SF1) is calculated based on a difference between the vehicle behavior control device and the vehicle. The calculating means (42)
When the output limit value (γmax_act1) of the first control target can exceed the final target value (Vend) of the control target value (Gyth, γth), the steady insufficient amount (TF1) is set to “0 (zero). ) ”And the estimated delay amount (SF1) is calculated based on the difference between the control target value (Gyth, γth) and the first behavior estimated value (γs_act1) acquired by the first estimating means (41). on the other hand,
When the output limit value (γmax_act1) of the first control object cannot exceed the final target value (Vend) of the control target value (Gyth, γth), the output limit value (γmax_act1) of the first control object ) And the control target value (Gyth, γth) and the estimated delay amount (SF1) based on the difference between the first behavior estimated value (γs_act1) acquired by the first estimating means (41). The vehicle behavior control device according to claim 3, wherein the vehicle behavior control device calculates the behavior of the vehicle. Coefficient setting means (431) for setting a correction coefficient (K1) that is not less than “0 (zero)” and not more than “1” is further provided.
The coefficient setting means (431)
Obtaining a final target value (Vend) of a first control request value required for the first control target driven by the input of the control target value (Gyth, γth);
When the difference between the final target value (Vend) of the first control request value and the first behavior estimated value (γs_act1) acquired by the first estimating means (41) is small, it is corrected to a smaller value than when it is large. Set the coefficient (K1)
The second required value setting means (43)
Based on the set correction coefficient (K1), the estimated delay amount (SF1) calculated by the calculation means (42) is corrected,
The vehicle according to claim 2, wherein the second control request value (γ_act2) is set based on the corrected estimated delay amount and the steady shortage amount (TF1) calculated by the calculation means (42). Behavior control device. Coefficient setting means (431) for setting a correction coefficient (K1) that is not less than “0 (zero)” and not more than “1” is further provided.
The coefficient setting means (431)
The smaller one of the final target value (Vend) of the control target value and the output limit value (γmax_act1) of the first control target, and the first behavior estimated value (41) acquired by the first estimating means (41) ( When the difference from γs_act1) is small, the correction coefficient (K1) is set to a smaller value than when it is large,
The second required value setting means (43)
The estimated delay amount (SF1) calculated by the calculating means (42) is corrected by the correction coefficient (K1) set by the coefficient setting means (431),
The vehicle behavior control device according to claim 4, wherein a second control request value (γ_act2) is set based on the corrected estimated delay amount. The coefficient setting means (431)
The first behavior estimated value (γs_act1) acquired by the first estimating means (41) is set by the control target value (Gyth, γth) and the first required value setting means (40). The vehicle behavior control device according to claim 5, wherein the correction coefficient (K1) is maintained when the value is between (γ_act1). The second required value setting means (43)
When the sum (γ_add12) of the estimated behavior values (γs_act1, γs_act2) obtained by the estimation means (41, 44) overshoots the control target value (Gyth, γth), the absolute value is obtained. The vehicle behavior control device according to any one of claims 1 to 7, wherein the second control request value (γ_act2) is corrected so as to be reduced. Steady deficiency (TF2) that is a deficiency with respect to the control target value (Gyth, γth) generated by the limit of the output of each of the first and second control objects, and the response of each of the first and second control objects Other calculation means (45) for calculating at least the estimated delay amount (SF2) out of the estimated delay amount (SF2) generated based on the delay;
Third request value setting means for setting a third control request value (γ_act3) for the third control object among the control objects (50, 60, 70) based on the calculation result by the other calculation means (45). The vehicle behavior control device according to any one of claims 1 to 8, further comprising (46). The other calculation means (45)
The sum of the output limit values (γmax_act1, γmax_act2) of the first and second control objects is defined as a first sum value (γ_max12), and the first sum value (γ_max12) and the control target value (Gyth, γth) Based on the difference between and the steady shortage (TF2),
The sum of the first behavior estimated value (γs_act1) acquired by the first estimating means (41) and the second behavior estimated value (γs_act2) acquired by the second estimating means (44) is expressed as a second summed value ( γ_add12),
An estimated delay amount (SF2) is calculated based on a difference between a smaller one of the control target value (Gyth, γth) and the first summed value (γ_max12) and the second summed value (γ_add12). The vehicle behavior control device according to claim 9. And further comprising other coefficient setting means (461) for setting a correction coefficient (K2) that is not less than “0 (zero)” and not more than “1”.
The other coefficient setting means (461)
When the difference between the smaller one of the final target value (Vend) of the control target value and the first sum value (γ_max12) and the second sum value (γ_add12) is small, the value is smaller than when it is large. Set the correction coefficient (K2)
The third required value setting means (46)
Based on the correction coefficient (K2) set by the other coefficient setting means (461), the estimated delay amount (SF2) calculated by the other calculation means (45) is corrected,
The vehicle behavior control device according to claim 10, wherein the third control request value (γ_act3) is set based on the corrected estimated delay amount. The third required value setting means (46)
When the summation result (γ_add12) of the behavior estimation values (γs_act1, γs_act2) obtained by the estimation means (41, 44) overshoots the control target value (Gyth, γth), an absolute value is obtained. The vehicle behavior control apparatus according to any one of claims 9 to 11, wherein the third control request value (γ_act3) is corrected so as to be reduced. The control target value (Gyth, γth) is a value set for moving the vehicle in the lateral direction,
Each said control object (50, 60, 70) is a control object which can give the force which moves a vehicle to a horizontal direction to a vehicle, It is any one of Claims 1-12 characterized by the above-mentioned. The vehicle behavior control apparatus described. Control input values (γ_act1, γ_act2, γ_act3) for a plurality of control objects (50, 60, 70) capable of controlling the vehicle behavior are set by inputting the control target values (Gyth, γth) related to the vehicle behavior. In the vehicle behavior control method for controlling the vehicle behavior,
A first request value setting step (S10) for setting a first control request value (γ_act1) for the first control object among the control objects (50, 60, 70);
A first estimation step (S12) for obtaining a first behavior estimated value (γs_act1) obtained by quantifying the behavior of the vehicle when the first control target is driven based on the set first control request value (γ_act1); ,
An estimated delay amount generated based on a steady insufficient amount (TF1), which is an insufficient amount with respect to the control target value (Gyth, γth), generated due to the output limit of the first control target, and the response delay of the first control target. A calculation step (S13) for calculating at least an estimated delay amount (SF1) of (SF1);
A second request setting step (S15) for setting a second control request value (γ_act2) for the second control object among the control objects (50, 60, 70) based on the calculation result in the calculation step (S13). )When,
A second estimation step (S16) for obtaining a second behavior estimated value (γs_act2) obtained by quantifying the behavior of the vehicle when the second control target is driven based on the set second control request value (γ_act2); A vehicle behavior control method characterized by comprising: